DK174278B1 - Large cross head piston engine - Google Patents
Large cross head piston engine Download PDFInfo
- Publication number
- DK174278B1 DK174278B1 DK199201347A DK134792A DK174278B1 DK 174278 B1 DK174278 B1 DK 174278B1 DK 199201347 A DK199201347 A DK 199201347A DK 134792 A DK134792 A DK 134792A DK 174278 B1 DK174278 B1 DK 174278B1
- Authority
- DK
- Denmark
- Prior art keywords
- cylinder
- cylinder portion
- stud bolts
- bottom frame
- engine
- Prior art date
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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
- 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
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0021—Construction
- F02F7/0024—Casings for larger engines
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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
- F02F7/0002—Cylinder arrangements
- F02F7/0007—Crankcases of engines with cylinders in line
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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
- F02F7/0021—Construction
- F02F7/0034—Built from sheet material and welded casings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C5/00—Crossheads; Constructions of connecting-rod heads or piston-rod connections rigid with crossheads
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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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- 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
- F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
DK 174278 B1 i iDK 174278 B1 i i
Opfindelsen angår en stor krydshovedstempelmo-tor, navnlig en totakts skibsfremdrivningsmotor, med en bundramme, hvor hovedlejerne for krumtapakslen er monteret, mindst ét cylinderparti og et mellem bundrammen 5 og cylinderpartiet beliggende stativ, der bærer i stativets højderetning forløbende styreplaner for hver cylinders krydshoved, samt med stagbolte, der sammenspænder cylinderpartiet, stativ og bundramme og i stativet forløber på ydersiden af de hosliggende styreplaner.The invention relates to a large cross-head piston engine, in particular a two-stroke ship propulsion engine, with a bottom frame on which the crankshaft main bearings are mounted, at least one cylinder portion and a frame located between the bottom frame 5 and the cylinder portion, which carries in the height direction of the rack, the cylinders of each frame, with stud bolts clamping the cylinder portion, stand and bottom frame and in the stand extending on the outside of the adjacent guide planes.
10 Det på bundrammen monterede stativ omslutter plejIstang og krydshoved med den nødvendige plads til disses bevægelser, og det er sædvanligvis forsynet med tværgående afstivning, der bærer styreplaner for krydshovedets glidesko. Stativet er monteret ovenpå bundram-15 men og bærer på sin top et cylinderparti med cylinderforinger og -dæksler. De i cylinderforingerne lejrede stempler er gennem stempelstangen, krydshovedet og plej Istangen forbundet med krumtapakslen. Forbrændingstrykket i cylindrenes forbrændingskamre overføres fra 20 stemplerne til krumtapakslen og bevirker, at der i den struktur, der forbinder cylinderdækslet med hovedlejerne, fremkommer trækkræfter, der modsvarer trykkræfterne på stemplet. For at hindre disse trækkræfter i at åbne de horisontale samlinger mellem bundramme, stativ og 25 cylinderparti, spænder de til hver cylinder hørende stagbolte cylinderpartiet ned mod bundrammen med en kraft, der er større end den største trækkraft.10 The frame mounted on the bottom frame encloses the connecting rod and cross head with the necessary space for their movements, and it is usually provided with transverse stiffening which carries control planes for the cross head sliding shoes. The stand is mounted on top of the bottom frame and carries on its top a cylinder portion with cylinder liners and covers. The pistons stored in the cylinder liners are connected to the crankshaft through the piston rod, crosshead and groove. The combustion pressure in the combustion chambers of the cylinders is transmitted from the 20 pistons to the crankshaft and causes the forces that correspond to the compressive forces on the piston to produce in the structure connecting the cylinder cover to the main bearings. To prevent these traction forces from opening the horizontal joints between the bottom frame, stand and 25 cylinder portion, the stud bolts of each cylinder clamp the cylinder portion down towards the bottom frame with a force greater than the greatest traction.
Stagboltene strækker sig sædvanligvis fra overkanten af cylinderpartiet ned til en fastgørelse i 30 bundrammen, normalt ved dennes underside. I motorens længderetning er stagboltene beliggende ved adskillelserne mellem cylindrene samt ved enderne af motoren. I de kendte krydshovedmotorer forløber stagboltene parallelt med den tilhørende cylinders langsgående center-35 plan, og ved hver cylinderadskillelse er stagboltene i motorens tværretning anbragt parvis i en indbyrdes afstand, som giver plads for hovedlejerne og cylindrene.The stud bolts usually extend from the upper edge of the barrel portion down to a fastener in the bottom frame, usually at the underside thereof. In the longitudinal direction of the motor, the stud bolts are located at the separations between the cylinders and at the ends of the motor. In the prior art cross-head motors, the stud bolts extend parallel to the longitudinal center plane of the associated cylinder, and at each cylinder separation, the stud bolts in the transverse direction of the motor are spaced in pairs at a distance to accommodate the main bearings and cylinders.
DK 174278 B1 2DK 174278 B1 2
Fra tysk fremlæggelsesskrift nr. l 258 185 kendes en v-motor, hvor stagboltene hørende til hver cylinder danner en stor vinkel med den tilhørende cylinders langsgående centerplan for at skabe et så stort 5 frirum over hovedlejerne, at krumtapakslen kan demonteres og udtages gennem åbninger i stativets endevæg uden at stagboltene løsnes og uden adskillelse af stativet fra bundrammen. Stagboltene krydser ind over motorens langsgående centerplan, hvilket er helt utilladeligt i 10 en krydshovedmotor, hvor krydshovedet skal kunne bevæges uhindret op og ned over stativets højde. Cylinderpartiet har stor bredde i tværretningen, og der ses ikke at være nogen egentlig strukturel sammenhæng mellem placeringen af stagboltenes øvre ender og udformningen 15 af cylinderpartiet. Som følge af stagboltenes store hældningsvinkel er der i cylinderparti og bundramme udformet særlige skråflader, som boltehovederne er spændt ind mod. Sådanne skråflader er omkostningskrævende at fremstille i store motorer, hvor bundrammens dimensio-20 ner og masse er så stor, at den vanskeligt kan bearbejdes .German Patent Specification No. 1,258,185 discloses a v-motor, in which the stud bolts of each cylinder form a large angle with the longitudinal center plane of the associated cylinder to create such a large clearance space over the main bearings that the crankshaft can be removed and removed through openings in the the end wall of the stand without loosening the stud bolts and without separating the stand from the bottom frame. The stag bolts cross over the longitudinal center plane of the motor, which is completely impermissible in a cross-head motor, where the cross-head must be able to move freely up and down over the height of the stand. The barrel portion is of great width in the transverse direction, and no actual structural relationship is seen between the location of the upper ends of the stud bolts and the configuration 15 of the barrel portion. Due to the large angle of inclination of the stud bolts, special inclined surfaces are formed in the cylinder portion and bottom frame against which the bolt heads are tightened. Such inclined surfaces are costly to manufacture in large engines, where the dimensions and mass of the bottom frame are so large that it is difficult to process.
Opfindelsen har til formål at forbedre overførslen af trækkræfterne fra cylinderdækslet til stagboltene for derved at mindske spændingsniveauet i cylin-25 derpartiet og/eller mindske dettes ydre dimensioner og masse.The invention has for its object to improve the transfer of the tensile forces from the cylinder cover to the rod bolts, thereby reducing the tension level in the cylinder portion and / or reducing its external dimensions and mass.
Med henblik herpå er den indledningsvis nævnte store krydshovedmotor ifølge opfindelsen ejendommelig ved, at stagboltenes længdeakse danner en vinkel (β) 30 med den tilhørende cylinders langsgående centerplan (11), hvilken vinkel (β) er på mindst 0,5° og højst 6°, fortrinsvis højst 5°.To this end, the large cross-head motor according to the invention mentioned above is characterized in that the longitudinal axis of the stud bolts forms an angle (β) 30 with the longitudinal center plane (11) of the associated cylinder, which angle (β) is at least 0.5 ° and at most 6 ° , preferably not more than 5 °.
Skråtstillingen af stagboltene inden for vinkelintervallet gør det muligt at udfore cylinderpartiet 35 med smallere bredde. Udviklingen af store krydshoved-motorer går i retning af højere cylindertryk for at DK 174278 B1 i 3 opnå bedre brændselsøkonomi og højere ydelse pr. cylinder. De høje cylindertryk medfører, at hovedlejernes diameter er bestemmende for den nødvendige afstand mellem hvert par af stagbolte. Stagboltenes stilling i 5 forhold til centerplanet gør det muligt at udforme motoren med store hovedlejer uden samtidig at anvende et unødigt bredt cylinderparti.The inclined position of the stud bolts within the angular range makes it possible to perform the cylinder portion 35 of narrower width. The development of large cross-head engines is moving towards higher cylinder pressure in order to achieve better fuel economy and higher output per DK 174278 B1 in 3. cylinder. The high cylinder pressures mean that the diameter of the main bearings determines the required distance between each pair of stud bolts. The position of the stag bolts in relation to the center plane makes it possible to design the engine with large main bearings without simultaneously using an unnecessarily wide cylinder part.
I forhold til en kendt motorudformning med parallelle stagbolte, kan motoren ifølge opfindelsen have 10 et smallere cylinderparti, hvilket dels mindsker vægten af og reducerer fremstillingsomkostningerne for cylinderpartiet, dels giver en fordelagtig forøgelse af cylinderpartiets egensvingningsfrekvens overfor tværsvingninger. Med opfindelsen bliver overførslen af de 15 ved forbrændingen frembragte lodrette trækkræfter gennem cylinderpartiet og stagboltene til bundrammen mere direkte og overførselsvejen bliver kortere, navnlig i cylinderpartiet, vinklingen af stagboltene medfører således en væsentlig reduktion af spændingerne i cylin-20 derpartiet. Den lavere spændingsbelastning af cylinderpartiets struktur kan efter ønske enten anvendes til at forøge motorens pålidelighed eller til at mindske materialemængden i cylinderpartiet og dermed omkostningerne ved dettes fremstilling. De fordelagtige virknin-25 ger af opfindelsen kan også kombineres til både at øge motorens pålidelighed og sænke dens fremstillingsomkostninger. Den lavere vægt og reducerede topbredde af motoren er navnlig fordelagtig, når motoren anvendes som fremdrivningsmotor i et skib, idet motoren her læg-30 ger beslag på såvel plads som opdrift, der kan anvendes til andre formål.Compared to a known motor design with parallel stud bolts, the engine according to the invention may have a narrower cylinder portion, which reduces the weight of and reduces the manufacturing cost of the cylinder portion, and partly provides an advantageous increase in the cylinder portion's own oscillation frequency over transverse oscillations. With the invention, the transfer of the vertical pull forces produced by the combustion through the cylinder portion and the stud bolts to the bottom frame becomes more direct and the transfer path becomes shorter, especially in the cylinder portion, thus the angling of the stud bolts thus substantially reduces the stresses in the cylinder portion. The lower stress load on the structure of the cylinder part can, if desired, be used either to increase the engine's reliability or to reduce the amount of material in the cylinder part and thus the cost of its manufacture. The beneficial effects of the invention can also be combined to both increase engine reliability and lower its manufacturing costs. The lower weight and reduced peak width of the engine are particularly advantageous when the engine is used as a propulsion engine in a ship, the engine here occupying space as well as buoyancy that can be used for other purposes.
Da cylinderpartiets bredde er bestemmende for topbredden af stativet, opnås med opfindelsen den yderligere fordel, at også stativets vægt og dimension i 35 tværretningen kan mindskes.Since the width of the cylinder portion determines the top width of the frame, the invention provides the additional advantage that the weight and dimension of the frame in the transverse direction can also be reduced.
Det foretrækkes, at vinklen mellem stagboltenes længdeakse og motorens centerplan højst andrager 5°, DK 174278 B1 4It is preferred that the angle between the longitudinal axis of the stud bolts and the center plane of the engine is at most 5 °, DK 174278 B1 4
Idet denne forholdsvis lille vinkel tillader, at de på cylinderpartiet og/eller bundrammen udformede anlægsflader for stagboltehovederne forløber vinkelret på cylinderens centerplan. Dette giver den bearbejdnings-5 mæssige fordel, at anlægsfladerne kan forarbejdes ved hjælp af de sædvanlige skærende værktøjer, der anvendes til finbearbejdning af de øvrige overflader, der forløber vinkelret på centerplanet, såsom den på cylinderpartiet opadvendende anlægsflade for cylinderdækslet.Because this relatively small angle allows the abutment surfaces of the rod bolts formed on the cylinder portion and / or the bottom frame to extend perpendicular to the center plane of the cylinder. This gives the machining advantage that the abutment surfaces can be processed by means of the usual cutting tools used for machining the other surfaces which extend perpendicular to the center plane, such as the abutment surface facing the cylinder part.
1 o En kileformet skive kan anbringes mellem stag- boltehovedet og anlægsfladen herfor for at kompensere for stagboltehovedets vinkling i forhold til anlægsfladen. Hvis den ovennævnte vinkel er mindre end ca. 6°, er friktionskraften mellem boltehovedet og anlægsfladen 15 større end boltekraftens komposant i anlægsfladens plan, hvilket hindrer sideværts udskridning af boltehovedet. Ved at begrænse den ovennævnte vinkel til 5° opnås passende sikkerhed for, at unormalt store vibrationer kan føre til sideværts udskridning af stagbolten i 20 forhold til stagboltehullet.1 o A wedge-shaped disk can be placed between the stag bolt head and the abutment surface thereof to compensate for the angle of the stag bolt head relative to the abutment surface. If the above angle is less than approx. 6 °, the frictional force between the bolt head and the abutment surface 15 is greater than the bolt force component in the plane of the abutment surface, which prevents lateral slip of the bolt head. By limiting the above angle to 5 °, appropriate assurance is obtained that abnormally large vibrations may lead to lateral slip of the stud bolt relative to the stud bolt hole.
Det foretrækkes, at alle stagboltene danner hovedsageligt den samme vinkel med centerplanet, idet dette forenkler fremstillingen af motoren, men det er muligt, at lade et eller flere sammenhørende par af 25 stagbolte stå i en større vinkel end de resterende stagbolte for på udvalgte steder at give plads for særligt store motorelementer i området omkring krumtapakslen. Eksempelvis kan det agterste stagboltepar stå i en større vinkel for at give plads til motorens trykleje.It is preferred that all of the stud bolts form substantially the same angle with the center plane as this simplifies the manufacture of the engine, but it is possible to leave one or more related pairs of 25 stud bolts at a greater angle than the remaining stud bolts to at selected locations. allow for particularly large engine elements in the crankshaft area. For example, the rear stud bolt pair may be at a greater angle to accommodate the engine thrust bearing.
30 Et eksempel på en udførelsesform for opfindelsen beskrives herefter nærmere med henvisning til den skematiske tegning, der viser et langs en cylinders længdeakse beliggende tværsnit igennem en motor ifølge opfindelsen.An example of an embodiment of the invention will now be described in more detail with reference to the schematic drawing, which shows a cross-section along a longitudinal axis of a cylinder through a motor according to the invention.
35 For overskueligheds skyld ses på tegningen kun hovedelementerne i den stationære struktur af en gene- 5 DK 174278 B1 relt med l betegnet stor totakts krydshovedmotor. Motoren har en blindramme 2 med hovedlejer 3 for krumtapakslen. Et A-formet stativ 4 er monteret ovenpå bundrammen, og et cylinderparti 5 er monteret 5 på toppen af A-stativet. Cylinderpartiet 5 kan bestå af en i motorens længderetning gennemgående enhed eller, som vist, af separate enheder for hver motorcylinder. De separate enheder er boltet sammen ved lodretstående flangestykker 6.35 For the sake of clarity, only the main elements of the stationary structure of a generic 5 major relay with 1 designated large two-stroke cross-head motor are shown in the drawing. The motor has a blind frame 2 with main bearings 3 for the crankshaft. An A-shaped stand 4 is mounted on top of the bottom frame, and a cylinder portion 5 is mounted 5 on the top of the A stand. The cylinder portion 5 may consist of one longitudinal unit passing through the motor or, as shown, of separate units for each motor cylinder. The separate units are bolted together by vertical flange pieces 6.
10 A-stativet er mellem hver cylinder forsynet med en tværgående afstivning 7, der bærer styreplaner 8 for krydshovedet. Hver cylinder har en ikke-vist cylinderforing, der er indsat i et centralt hul 9 i cylinderpartiet og et ligeledes ikke-vist cylinderdæksel, 15 der er spændt ned mod toppen af cylinderforingen ved hjælp af bolte, der er skruet ned i gevindhuller i oversiden af cylinderpartiet 5. Et i hver cylinderforing indsat stempel er gennem en stempelstang, krydshovedet og plejIstangen forbundet med motorens krumtapak-20 sel, der er lejret i hovedlejerne 3. I løbet af stemplets arbejdsslag påvirker forbrændingstrykket i forbrænding s kammer et stemplet med en nedadrettet kraft og cylinderforingen med en opadrettet kraft, som gennem tilspændingsboltene overføres til cylinderpartiet 5.The 10 A frame is provided between each cylinder with a transverse brace 7 which carries control planes 8 for the crosshead. Each cylinder has a non-shown cylinder liner inserted in a central hole 9 in the cylinder portion and also a non-shown cylinder cover 15 which is clamped down towards the top of the cylinder liner by bolts screwed into thread holes in the upper side of the cylinder. cylinder portion 5. A piston inserted in each cylinder liner is connected through a piston rod, the crosshead and the plunger rod to the crankshaft of the motor housed in the main bearings 3. During the stroke of the piston, the combustion pressure in the combustion chamber affects a piston with a downward force. the cylinder liner with an upward force transmitted through the tightening bolts to the cylinder portion 5.
25 Kraften på stemplet overføres gennem plejlstangen til krumtapakslen, og den lodrette komposant af kraften i plej Istangen påvirker gennem krumtapakslen og hovedlejerne 3 bundrammen 2 med en nedadrettet kraft, som sammen med cylinderdækslets opadrettede træk i cylin-30 derpartiet 5 søger at trække cylinderpartiet bort fra bundrammen. For at modvirke dette er cylinderpartiet 5, A-stativet 4 og bundrammen 2 spændt sammen ved hjælp af stagbolte 10, der foroven ligger an mod en opadvendende flade på cylinderpartiet og forneden er 35 fikseret i bundrammen 2.The force of the piston is transmitted through the connecting rod to the crankshaft, and the vertical component of the force of the groove The rod acts through the crankshaft and main bearings 3 the bottom frame 2 with a downward force which, together with the upward pull of the cylinder cover in the cylinder portion 5, seeks to pull the cylinder portion away. base frame. To counteract this, the cylinder portion 5, the A-frame 4 and the bottom frame 2 are clamped together by stagger bolts 10 which abut an upwardly facing surface of the cylinder portion and the bottom is fixed in the bottom frame 2.
Stagboltene forløber således skråt, at de danner en vinkel β med motorens langsgående centerplan 11.The stud bolts are inclined so that they form an angle β with the longitudinal center plane 11 of the motor.
DK 174278 B1 6DK 174278 B1 6
Dermed vokser afstanden mellem stagboltene i nedover-gående retning, hvilket tillader at det A-formede stativ og cylinderpartiet udformes med mindre bredde end i en motor med lodrette stagbolte. På tegningen er med 5 stiplet linie antydet den bredde, som A-stativet og cylinderpartiet ville have, hvis stagboltene var lodrette. Det ses, at de skråt forløbende stagbolte gør det muligt at reducere cylinderpartiets halvbredde med distancen a. Den mindre dimension af A-stativet 4 og 10 cylinderpartiet 5 giver en væsentlig reduktion af motorens vægt. Derudover opnås den væsentlige fordel, at stagboltenes øvre ende er fastspændt mod cylinderpartiet i kortere afstand fra motorens centerplan, der i den viste udførelsesform er sammenfaldende med cylinderens 15 centerplan 11, hvilket giver en mere direkte overførsel af trækkræfterne fra cylinderdækslet til stagboltene. Derved er det muligt at reducere materialemængden i cylinderpartiet 5 udover den reduktion, der er opnået som følge af cylinderpartiets mindre bredde.Thus, the distance between the stud bolts increases in a downward direction, allowing the A-shaped stand and the cylinder portion to be formed with less width than in an engine with vertical stud bolts. In the drawing, with a 5 dotted line is indicated the width that the A-stand and the cylinder part would have if the stag bolts were vertical. It can be seen that the inclined stud bolts make it possible to reduce the half-width of the cylinder portion by the distance a. The smaller dimension of the A-frame 4 and 10 of the cylinder portion 5 gives a significant reduction in engine weight. In addition, the essential advantage is obtained that the upper end of the stud bolts is clamped against the cylinder portion at a shorter distance from the center plane of the engine, which in the illustrated embodiment coincides with the center plane 11 of the cylinder 15, which provides a more direct transfer of the pulling forces from the cylinder cover to the stud bolts. Thereby, it is possible to reduce the amount of material in the cylinder portion 5 in addition to the reduction achieved due to the smaller width of the cylinder portion.
20 Hver stagbolt bærer foroven et boltehoved 12 med en nedadvendende flade bestemt til anlæg mod en modsvarende opadvendende anlægsflade på cylinderpartiet 5. Hvis vinklen mellem de to anlægsflader er mindre end 5-6“, er det muligt at optage vinkelforskellen i en ki-25 leformet skive anbragt mellem de to flader, uden at boltehovedet 12 med tilhørende skive har tendens til at skride ud i cylinderens tværretning. Det er naturligvis også muligt, at udforme anlægsfladen på cylinderpartiet på en sådan måde, at den står vinkelret på 30 stagboltens længdeakse, og i dette tilfælde kan den kileformede skive undværes.Each stud bolt carries a bolt head 12 above with a downwardly facing surface intended to abut against a corresponding upwardly facing abutment surface of the cylinder portion 5. If the angle between the two abutment faces is less than 5-6 ", it is possible to record the angular difference in a wedge-shaped disc disposed between the two surfaces without the bolt head 12 and associated disc tending to extend in the transverse direction of the cylinder. Of course, it is also possible to design the abutment surface of the cylinder portion in such a way that it is perpendicular to the longitudinal axis of the stag bolt, in which case the wedge-shaped disc can be avoided.
Den nedre ende af stagboltene er fikseret i bundrammen 2, eksempelvis ved hjælp af et boltehoved 13, der ligger an mod en nedadvendende anlægsflade på 35 bundrammen 2. De sammenhørende anlægsflader ved stagboltens nedre ende kan udformes på samme måde, som anlægsfladerne ved dens øvre ende.The lower end of the stud bolts is fixed in the bottom frame 2, for example by means of a bolt head 13 which abuts a downwardly facing abutment surface of the bottom frame 2. The associated abutment surfaces at the lower end of the stud bolt can be formed in the same way as the abutment surfaces at its upper end. .
7 DK 174278 B17 DK 174278 B1
Motoren kan eksempelvis være en totakts skibs-fremdrivningsmotor eller en stationær motor anvendt som drivmotor i et kraftproducerende anlæg.For example, the engine may be a two-stroke ship propulsion engine or a stationary engine used as a propulsion engine in a power producing plant.
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Claims (2)
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK199201347A DK174278B1 (en) | 1992-11-05 | 1992-11-05 | Large cross head piston engine |
| PCT/DK1993/000355 WO1994010435A1 (en) | 1992-11-05 | 1993-11-02 | Large crosshead piston engine |
| KR1019940704798A KR100262993B1 (en) | 1992-11-05 | 1993-11-02 | Large crosshead piston engine |
| JP06510581A JP3117144B2 (en) | 1992-11-05 | 1993-11-02 | Large crosshead piston engine |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK134792 | 1992-11-05 | ||
| DK199201347A DK174278B1 (en) | 1992-11-05 | 1992-11-05 | Large cross head piston engine |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK134792D0 DK134792D0 (en) | 1992-11-05 |
| DK134792A DK134792A (en) | 1994-05-06 |
| DK174278B1 true DK174278B1 (en) | 2002-11-04 |
Family
ID=8103853
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK199201347A DK174278B1 (en) | 1992-11-05 | 1992-11-05 | Large cross head piston engine |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP3117144B2 (en) |
| KR (1) | KR100262993B1 (en) |
| DK (1) | DK174278B1 (en) |
| WO (1) | WO1994010435A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100613637B1 (en) * | 2002-05-21 | 2006-08-21 | 맨 비 앤드 더블유 디젤 에이/에스 | Large two-stroke engine of the crosshead type |
| EP1826387A2 (en) * | 2006-02-24 | 2007-08-29 | Wärtsilä Schweiz AG | Crosshead diesel engine |
| KR20100127694A (en) * | 2009-05-26 | 2010-12-06 | 베르트질레 슈바이츠 악티엔게젤샤프트 | Large crosshead diesel engine |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2851020A (en) * | 1956-06-25 | 1958-09-09 | Gen Motors Corp | Cylinder construction for an internal combustion engine |
| FR1246475A (en) * | 1960-01-15 | 1960-11-18 | Schwermaschb Karl Liebknecht | Crankshaft housing for internal combustion engines |
| DE1258185B (en) * | 1964-09-29 | 1968-01-04 | Goetaverken Ab | Arrangement of clamping bolts on large internal combustion engines |
| JPS5830744U (en) * | 1981-08-26 | 1983-02-28 | 日産デイ−ゼル工業株式会社 | Assembly structure of internal combustion engine body |
| JPS608452A (en) * | 1983-06-27 | 1985-01-17 | Honda Motor Co Ltd | Crank case of internal-combustion engine |
-
1992
- 1992-11-05 DK DK199201347A patent/DK174278B1/en not_active IP Right Cessation
-
1993
- 1993-11-02 JP JP06510581A patent/JP3117144B2/en not_active Expired - Lifetime
- 1993-11-02 KR KR1019940704798A patent/KR100262993B1/en not_active IP Right Cessation
- 1993-11-02 WO PCT/DK1993/000355 patent/WO1994010435A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| WO1994010435A1 (en) | 1994-05-11 |
| JP3117144B2 (en) | 2000-12-11 |
| JPH08502801A (en) | 1996-03-26 |
| DK134792D0 (en) | 1992-11-05 |
| KR950702282A (en) | 1995-06-19 |
| DK134792A (en) | 1994-05-06 |
| KR100262993B1 (en) | 2000-08-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A0 | Application filed | ||
| PBP | Patent lapsed |
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