EP1387059B1 - 10 cylinder engine - Google Patents

Description

The invention relates to a 10-cylinder internal combustion engine with two in relation to a crankshaft V-shaped arranged cylinder banks of five cylinders arranged in series. Furthermore, the invention relates to a crankshaft suitable for such an engine.

Such 10-cylinder V-engines are well known in the art (see eg US-A-1 552 667 or DE-A-10218922 ), but find in the field of contemporary passenger cars only small spread, since at higher numbers of cylinders predominantly eight or twelve cylinders are selected. Due to the often limited in passenger cars space for the engine nowadays almost exclusively V-arrangements are used at higher cylinder numbers. Since such engines are used primarily in luxury vehicles, a quiet engine running plays a major role. There are therefore sought cylinder arrangements in which the free forces and moments of first and second order either by design very small and preferably to zero or can be compensated by the simplest possible measures.

Particularly favorable in this context is a V-12 arrangement with two cylinder banks in the form of two six-cylinder arrangements, since this design, the free forces and moments of first and second order to zero, additional compensation measures can therefore be omitted in principle. In a V-8 arrangement, however, free forces and / or moments depending on the V-Einschlußwinkel can not be completely avoided. An exception to this is only V-8 arrangements with an inclusion angle γ of 90 °, in which the mass moments of first and second order on the crankshaft are compensated.

This applies in principle, especially for V-10 arrangements.

Against this background, the present invention seeks to provide a V-10 engine concept that allows a largely balanced mass effects with the least possible effort.

For this purpose, a 10-cylinder internal combustion engine according to claim 1 and a corresponding crank shaft is proposed according to claim 13, wherein for each cylinder bank on the crankshaft, which has a crank for each cylinder, an uneven pitch of the crank angle is provided such that for each cylinder bank Second order mass effects are at least almost completely balanced, further wherein the projected in a normal plane of the crankshaft crankshaft angle for both banks are the same, and finally the cranks for the two banks of cylinders are arranged on the crankshaft such that the negative-rotating portion of the first-order moments or the mass forces of first order at least almost completely disappears.

This engine concept enables a massless, free basic engine with selectable V-angle. Here are the mass effects of second order, d. H. the free forces and moments of second order already balanced over the respective cylinder bank.

The resulting first-order mass effects of the two series five-cylinder banks can be considered as positively and negatively circulating force and moment vectors of the first order. According to the invention, at least a partial compensation of the first-order mass effect takes place via the two cylinder banks, in particular a compensation of the negative-circulating first-order inertial forces via the two cylinder banks. Optionally remaining first-order inertial forces, in particular positive first-order inertial forces, or else first-order inertias, can be compensated by simple measures, for example by counterweights on the cranks or on the crankshaft.

The arrangement of the cranks preferably takes place in such a way that the negative-circulating part of the first-order moments of inertia becomes zero, so that at most a compensation of the first order inertial forces would have to be carried out.

Also possible is an arrangement of the cranks, in which the negatively circulating portion of the first-order mass forces becomes zero.

However, remaining mass effects of the first order can also be used specifically to reduce the mass effect of other engine components, for example the mass effects of the valve train.

For example, the oscillating masses and / or the lift at the respective middle cylinders of the cylinder banks can be increased such that the first order free forces are balanced at each cylinder bank.

According to an advantageous embodiment of the invention, the Kröpfungswinkel for a cylinder bank are mirrored to the Kröpfungswinkeln the other cylinder bank with respect to the average Kröpfung. Preferably, the arrangement of the cranks for the second cylinder bank is computationally obtained from the arrangement of the cranks for the first cylinder bank, in which all the cranks of the second cylinder bank are first rotated by an offset angle to the cranks of the first cylinder bank and then at the second cylinder bank the angle for the first and fifth as well as the second and fourth turn reversed, ie mirrored in relation to the mean bend. By means of the reflection at the third or middle cranking, the negatively rotating free mass moments of the first order can be completely compensated in a particularly simple manner. However, negatively circulating free mass forces of the first order are retained.

A disappearance of the negatively rotating portions of the free forces of the first order is preferably realized by the fact that the cranks of a cylinder bank are each rotated by the same displacement angle δ relative to the respective corresponding offset on the other cylinder bank.

wobei γ den V-Einschlußwinkel zwischen den Zylinderbänken darstellt. Damit können zusätzlich die negativ umlaufenden Anteile der freien Kräfte und Momente erster Ordnung nahezu vollständig zum Verschwinden gebracht werden, so daß diese praktisch vernachlässigbar sind.In a particularly advantageous embodiment, the cranks of the two cylinder banks are rotated by an offset angle δ against each other, for the following applies: $$\mathrm{\delta }\mathrm{=}\mathrm{2}\mathrm{y}\mathrm{-}\mathrm{180}\mathrm{°}\mathrm{.}$$

where γ represents the V inclusion angle between the cylinder banks. In addition, the negatively circulating fractions of the free forces and first order moments can be almost completely eliminated so that they are practically negligible.

By means of a defined deviation of the offset angle from the calculated offset angle δ, a negative-circulating first-order component can be selectively generated with which mass effects of other engine components, in particular mass action, can be completely compensated from the valve train for a given operating state.

A similar effect can be achieved by varying individual pitch angles φ on one or both banks of cylinders with respect to second order mass effects to compensate for corresponding second order mass effects of other engine components. In this case, it is possible in particular for an operating state to be selected, for example a defined rotational speed, to compensate these other mass effects completely in the first order and at least partially in the second order.

According to a further advantageous embodiment of the invention, the angle difference amounts to the average offset are the same size for every two cranks of a cylinder bank. Preferably, the cranks are chosen so that the angle differences to the average crank for the first and fifth crank and also for the second and fourth crank each with the same amount are equal on both banks, but differ in their sign.

• erste Kröpfung: 0,00°
• zweite Kröpfung: 70,12°
• dritte Kröpfung: 283,72°
• vierte Kröpfung: 137,33°
• fünfte Kröpfung: 207,45°.

In this case, it has proved particularly favorable to have a bend angle for a cylinder bank which, in relation to the first offset, is as follows:

• first offset: 0.00 °
• second bend: 70.12 °
• third bend: 283.72 °
• fourth bend: 137.33 °
• fifth bend: 207.45 °.

• erste Kröpfung: 0,00°
• zweite Kröpfung: 109,88°
• dritte Kröpfung: 256,28°
• vierte Kröpfung: 42,67°
• fünfte Kröpfung: 152,55°.

Favorable is also a Kröpfungswinkelanordnung the following type:

• first offset: 0.00 °
• second bend: 109.88 °
• third bend: 256.28 °
• fourth bend: 42.67 °
• fifth bend: 152.55 °.

The first-mentioned Kröpfungswinkelanordnung proves to be favorable in particular in connection with a phase-shifted, non-mirrored arrangement of the Kröpfungswinkel for the two cylinder banks, since in this case the cranks are distributed for a cylinder bank relatively evenly around the circumference of the crankshaft, thus the distances between the cranks of a cylinder bank with each other little of an integral multiple of 72 degrees, d. H. a complete equal distribution, deviate. In the second case, although a certain amount of negative circumferential residual moment of the first order due to a longitudinal offset of the cylinder banks, but for a lower positive circumferential moment is generated.

Furthermore, the solution of the above object is promoted by the crankshaft defined in the claims.

Figur 1a

eine schematische Darstellung einer Kurbelwelle mit für die Zylinderbänke gespiegelten Kröpfungen nach einem ersten Ausführungsbeispiel der Erfindung,

Figur 1b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 1a,

Figur 2a

eine schematische Darstellung einer Kurbelwelle mit gespiegelten Kröpfungen nach einem zweiten Ausführungsbeispiel der Erfindung,

Figur 2b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 2a,

Figur 3a

eine schematische Darstellung einer Kurbelwelle mit für die Zylinderbänke phasenverschobenen Kröpfungen nach einem dritten Ausführungsbeispiel der Erfindung,

Figur 3b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 3a,

Figur 4a

eine schematische Darstellung einer Kurbelwelle mit phasenverschobenen Kröpfungen nach einem vierten Ausführungsbeispiel der Erfindung,

Figur 4b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 4a,

Figur 5a

eine schematische Darstellung einer Kurbelwelle mit phasenverschobenen Kröpfungen nach einem fünften Ausführungsbeispiel der Erfindung,

Figur 5b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 5a,

Figur 6a

eine schematische Darstellung einer Kurbelwelle mit phasenverschobenen Kröpfungen nach einem sechsten Ausführungsbeispiel der Erfindung,

Figur 6b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 6a,

Figur 7a

eine schematische Darstellung einer Kurbelwelle mit phasenverschobenen Kröpfungen nach einem siebten Ausführungsbeispiel der Erfindung,

Figur 7b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 7a.

Figur 8a

eine schematische Darstellung einer Kurbelwelle mit für die Zylinderbänke phasenverschobenen Kröpfungen nach einem achten Ausführungsbeispiel der Erfindung,

Figur 8b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 8a,

Figur 9a

eine schematische Darstellung einer Kurbelwelle mit gespiegelten Kröpfungen nach einem neunten Ausführungsbeispiel der Erfindung,

Figur 9b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 9a,

Figur 10a

eine schematische Darstellung einer Kurbelwelle mit erhöhter oszillierender Masse an den mittleren Zylindern der Zylinderbänke nach einem zehnten Ausführungsbeispiel der Erfindung,

Figur 10b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 10a,

Figur 11a

eine schematische Darstellung einer Kurbelwelle mit erhöhter oszillierender Masse an den mittleren Zylindern der Zylinderbänke nach einem elften Ausführungsbeispiel der Erfindung,

Figur 11b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 11a,

Figur 12a

eine schematische Darstellung einer Kurbelwelle mit erhöhtem Hub an den mittleren Zylindern der Zylinderbänke nach einem zwölften Ausführungsbeispiel der Erfindung, und in

Figur 10b

den Kurbelstern erster Ordnung zu der Kurbelwelle aus Figur 12a.

The invention will now be explained in more detail with reference to embodiments shown in the drawing. The drawing shows in:

FIG. 1a

a schematic representation of a crankshaft with mirrored for the cylinder banks cranks according to a first embodiment of the invention,

FIG. 1b

the first-order crank star to the crankshaft of FIG. 1a,

FIG. 2a

a schematic representation of a crankshaft with mirrored cranks according to a second embodiment of the invention,

FIG. 2b

the first-order crank star to the crankshaft of FIG. 2a,

FIG. 3a

1 is a schematic representation of a crankshaft with cranks which are phase-shifted for the cylinder banks according to a third exemplary embodiment of the invention,

FIG. 3b

the first-order crank star to the crankshaft of FIG. 3a,

FIG. 4a

a schematic representation of a crankshaft with phase-shifted cranks according to a fourth embodiment of the invention,

FIG. 4b

the crank star first order to the crankshaft of Figure 4a,

FIG. 5a

a schematic representation of a crankshaft with phase-shifted cranks according to a fifth embodiment of the invention,

FIG. 5b

the first-order crank star to the crankshaft of FIG. 5a,

FIG. 6a

1 is a schematic representation of a crankshaft with phase-shifted cranks according to a sixth embodiment of the invention,

FIG. 6b

the first-order crank star to the crankshaft of FIG. 6a,

Figure 7a

a schematic representation of a crankshaft with phase-shifted cranks according to a seventh embodiment of the invention,

FIG. 7b

the crank star first order to the crankshaft of Figure 7a.

FIG. 8a

1 is a schematic representation of a crankshaft with cranks, which are phase-shifted for the cylinder banks, according to an eighth exemplary embodiment of the invention,

FIG. 8b

the first-order crank star to the crankshaft of FIG. 8a,

FIG. 9a

a schematic representation of a crankshaft with mirrored cranks according to a ninth embodiment of the invention,

FIG. 9b

the first-order crank star to the crankshaft of FIG. 9a,

FIG. 10a

a schematic representation of a crankshaft with increased oscillating mass at the middle cylinders of the cylinder banks according to a tenth embodiment of the invention,

FIG. 10b

the first-order crank star to the crankshaft of FIG. 10a,

FIG. 11a

a schematic representation of a crankshaft with increased oscillating mass at the middle cylinders of the cylinder banks according to an eleventh embodiment of the invention,

FIG. 11b

the first-order crank star to the crankshaft of FIG. 11a,

FIG. 12a

a schematic representation of a crankshaft with increased lift at the middle cylinders of the cylinder banks according to a twelfth embodiment of the invention, and in

FIG. 10b

the crank star first order to the crankshaft of Figure 12a.

The exemplary embodiments explained in greater detail below relate in each case to a 10-cylinder internal combustion engine (not shown in greater detail in the figures, but known in principle to a person skilled in the art). Its cylinders are arranged side by side in two cylinder banks V-shaped, the cylinder banks depending on the example include a V-angle γ of 36 °, 72 °, 90 °, 144 ° or 108 °. However, it is readily possible to deviate from the angular sizes given here by way of example in a broad range.

In the cylinders arranged pistons are connected via a respective crank mechanism with a crankshaft. This crankshaft has a crank for each cylinder to which the respective crank mechanism attacks. The exemplary embodiments now show various crankshafts which are optimized with regard to a balanced V-10 engine concept and which permit a substantial compensation of the mass effects in the first and second engine orders.

The embodiments is based on the consideration for each cylinder bank on the crankshaft an unequal pitch of the Kröpfungswinkel φ provide that is already selected for each cylinder bank alone the mass effects of second order, that is, the free inertial forces and moments of second order almost or preferably are fully balanced. For this purpose, the crank angle φ projected into a normal plane of the crankshaft - without regard to the order of the cranks - are the same for both cylinder banks. The offset angles φ are always related here for both cylinder banks to the respectively physically first offset in the axial direction of the crankshaft.

In addition, all the exemplary embodiments are common to arrange the cranks for the two cylinder banks on the crankshaft so that the negative-rotating portion of the resulting first order inertial forces and / or first order moments disappears almost completely.

One possibility for this is to make the negative-circulating component of the first order mass moments zero, as shown in the exemplary embodiments according to FIGS. 1 and 2.

Furthermore, it is possible to make disappear the negative rotating portion of the first order inertial forces, leaving due to the longitudinal offset small negative circumferential mass moments of first order. This is the case in particular in the exemplary embodiments according to FIGS. 5, 6 and 7. In the embodiments according to FIGS. 3 and 4, the negatively circulating fractions of the first-order free mass effects disappear. In principle, this also applies to exemplary embodiment 5. The remaining free torque remaining there is negligible in practice or can be compensated for without great effort.

In practice, the negative-going portion of the first-order mass moments of the two banks of cylinders is made zero or at least offset by a mirroring of the offset angles with respect to the center and third turns for a cylinder bank and / or a phase shift by an offset angle δ of the turns between the cylinder banks reduced to a negligible value. The displacement angle δ is here understood to mean the angle between the crank pin centers of the left and right cylinder banks viewed from the front in the clockwise direction of the crankshaft. With an offset of the crank stars of the two cylinder banks this is the same for all V-cylinder pairs.

For the individual embodiments, the data given in Table 1 and Table 2, which were determined under comparable conditions, in particular the same speeds. As far as reference is here made to individual offsets or angles of curvature φ, the count for each cylinder bank takes place separately and in the order of the physical arrangement on the crankshaft. This count is also used in the figures. Conventional V-10 engines have, in contrast to the arrangements according to the invention mass effects of second order. In a known V-10 with a confinement angle γ of 72 ° can indeed achieve a negative-rotating mass moment of first order of 160 Nm and a positive rotating mass moment of first order of 515 Nm, but there are second-order moments in the order of 540 Nm in negative circumferential direction and 1420 Nm in positive circumferential direction at a firing interval of 72 °. At a V-angle γ of 90 °, the circumferential second-order moments in both directions can be reduced to approximately 100 Nm in both directions at firing intervals of 54 ° and 90 °, but the positive first-order torque is 4943 Nm. Table 1 Example (Figure No.) i V-angle Y Camber number i for first cylinder bank (crank angle φ _i ) / crank number j for second cylinder bank (offset angle δ _j ) Free forces of first order [N] rotation direction Free moments of first order [Nm] Circumferential 1.6 2.7 3.8 9.4 5.10 pos. neg. pos. neg. 1/72 ° Crank angle φi 0.00 70.12 283.72 137.33 207.45 599 1937 4713 0 Displacement angle δ _j 351.45 211.21 144.00 76.79 290.55 2/72 ° Crank angle φ _i 0.00 109.88 256.28 42.67 152.55 3569 11548 2625 0 Displacement angle σ _j 296.55 76.79 144.00 211.21 351.45 3/108 ° Crank angle φ _i 0.00 70.12 283.72 137.33 207.45 1843 7 4718 0 Displacement angle δ _j 36,00 36,00 36,00 36,00 36,00 4/72 ° Crank angle φi 0.00 70.12 283.72 137.33 207.45 1843 7 4707 0 Displacement angle δ _j 324.00 324.00 324.00 324.00 324.00 5/90 ° Crank angle φ _i 0.00 70.12 283.72 137.33 207.45 1937 0 4955 17 Displacement angle δ _j 0.00 0.00 0.00 0.00 0.00 6/108 ° Crank angle φ _i 0.00 109.88 256.28 42.67 152.55 10983 0 2655 100 Displacement angle δ _j 36,00 36,00 36,00 36,00 36,00 7/72 ° Crank angle φ _i 0.00 109.88 256.28 42.67 152.55 10983 0 2591 100 Displacement angle δ _j 324.00 324.00 324.00 324.00 324.00

Since the mass effects of the second order disappear in the exemplary embodiments indicated in Tables 1 and 2, only the values for the free forces and first order moments are given there.

In the embodiments 1 and 2, a longitudinal mirroring of the offset angle φ is provided. In addition, an offset angle δ is superimposed. While the crank angles φ _i are explicitly indicated for the first cylinder bank, in Table 1 the crank angles φ _i for the second cylinder bank are respectively calculated by adding the crank angle φ _{i of} the first cylinder bank and the associated offset angle δ _j , namely φ _j (= i + 5) = φ _i + δ _j . Thus, the arrangement of the cranks for the second cylinder bank can be obtained from the arrangement of the cranks for the first cylinder bank, in which first all cranks are rotated by an offset angle δ and then the angles for the first and fifth as well as the second and fourth offset are interchanged , ie mirrored with respect to the middle, third bend. As Table 1 shows, free forces remain in the first two embodiments. In this case, the first embodiment cuts off somewhat better due to the more uniform distribution of the cranks about the crankshaft.

In this regard, cranking arrangements are more favorable, in which the offset angles φ _{j of} the second cylinder bank are obtained from the offset angles φ _{i of} the first cylinder bank solely by a phase shift by the given offset angle δ _j . As shown in Table 1, arrangements with a more even distribution of the offsets, ie those in which the offsets are only slightly spaced from one another by an integer multiple of 72 °, tend to be more favorable (see Embodiments 3, 4 and 5) as more irregular arrangements according to the embodiments 6 and 7.

wobei γ den V-Einschlußwinkel zwischen den Zylinderbänken darstellt. Für diese Anordnungen sind die negativ umlaufenden Anteile der freien Kräfte in der ersten und zweiten Ordnung nahezu vollständig ausgeglichen, wohingegen bei der unregelmäßigeren Anordnung (Ausführungsbeispiele 6 und 7) ein merkliches, jedoch geringes gegenläufiges Moment erster Ordnung bestehen bleibt, das aus dem Längsversatz der beiden Zylinderbänke herrührt.In the more regular arrangement according to the embodiments 3, 4 and 5, the cranks of the two cylinder banks are rotated by an offset angle δ _j against each other, which is selected according to the following equation: $$\mathrm{\delta }\mathrm{=}\mathrm{2}\mathrm{y}\mathrm{-}\mathrm{180}\mathrm{°}\left(\mathrm{Gln}\mathrm{,}1\right)\mathrm{.}$$

where γ represents the V inclusion angle between the cylinder banks. For these arrangements, the negative circulating portions of the free forces in the first and second orders are almost completely balanced, whereas in the more irregular arrangement (Examples 6 and 7) there remains a noticeable but small first order counteracting moment resulting from the longitudinal offset of the two Cylinder banks comes from.

If one deviates from the above equation by providing a defined deviation Δδ of the offset angle from the mathematical offset angle δ, then a negatively rotating first-order component can be selectively generated, which can be used for mass effects of other engine components, in particular at a given operating state Mass effect from the valve train at least partially compensate. The resulting positively rotating parts can be compensated directly on the crankshaft as required.

From the Kröpfungswinkeln φ and displacement angle δ shows that for all embodiments of two cranks of a cylinder bank, the angular difference amounts to the average crank (i = 3 or j = 7) are equal. Furthermore, for both banks of cylinders, the angular differences to the average crank for the first and fifth cranking the same amount. However, the angle differences differ in their sign. This also applies analogously to the second and fourth cranking of each cylinder bank.

The above-described embodiments can be modified in the following manner, as shown in Table 2. Embodiment 8 represents a design alternative to Example 3 with γ = 36 °.

Example 9 is based on Example 1 but has twice the V inclusion angle γ. In Examples 10 and 11, in comparison to Examples 1 and 9, a variation of the oscillating masses was made to eliminate the remaining negative-going free forces.

If one considers the superimposition of two rows of five cylinder banks in the first order, opposing mass forces and moments become zero for the condition already mentioned above: $$\mathrm{\delta }\mathrm{=}\mathrm{2}\mathrm{y}\mathrm{-}\mathrm{180}\mathrm{°}\left(\mathrm{Gln}\mathrm{,}1\right)\mathrm{,}$$

With a longitudinal mirroring of the cranks of the second cylinder bank, the following applies: $$\mathrm{\delta }\mathrm{=}\mathrm{2}\mathrm{y}\left(\mathrm{Gln}\mathrm{,}1\mathrm{a}\right)\mathrm{,}$$

However, forces remain in this case, as the embodiments 1 and 2 in Table 1 show. Table 2 Example (figure no.) / V-angle Y Camber number i for first cylinder bank (crank angle φ _i ) / crank number j for second cylinder bank (offset angle δ _j ) Free forces of first order [N] rotation direction Free moments of first order [Nm] direction of rotation 1.6 2.7 3.8 9.4 5.10 pos. neg. pos. neg. 8/36 ° Crank angle φ _i 0.00 70.12 283.72 137.33 207.45 1139 3 2899 9 Displacement angle δ _j 252 252 252 252 252 9/144 ° Crank angle φ _i 0.00 70.12 283.72 137.33 207.45 1567 1937 2912 0 Displacement angle δ _j 135.45 355.21 288.00 220.79 80.55 10/72 ° Crank angle φ _i 0.00 68.33 284.17 140.01 208.34 3 9 4766 0 Displacement angle δ _j 352.34 215.68 144.00 72.32 295.66 11/144 ° Crank angle φ _i 0.00 68.33 284.17 140.01 208.34 3 1 2946 0 Displacement angle δ _j 136.34 359.68 288.00 216.32 79.66 12/72 ° Crank angle φ _i 0.00 67.01 284.43 141.84 208.85 0 1 4803 0 Displacement angle δ _j 352.85 218.83 144.00 69.17 295.15

By increasing the oscillating mass at the middle cylinders 3 and 8 can be like Examples 10 and 11 in comparison with Examples 1 and 9 show, compensate for the free forces in each case on the Reihenfünfzylinderbenches and thus for the V-10 arrangement in total, ie make zero. In the embodiments shown here, this is done by an increased by 13.2% oscillating mass on the cylinders or for the cranks 3 and 8. This is compared with the examples 1 and 9 slightly different crank angle (φ for the first cylinder bank and φ + δ for the second cylinder bank).

For V-angles γ of 216 ° and 288 °, corresponding embodiments can be formed. They correspond to Examples 1, 9, 10 and 11 each with an exchange of the cylinder banks and allow for the cranks 4/9 and 5/10 crank pin with δ of about 0 °.

The increase of the oscillating masses at the cranks 3 and 8 can be compared to the examples 10 and 11 by increasing the stroke by 9% at the associated cylinders 3 and 8 are replaced. Conveniently, this is associated with a corresponding shortening of the connecting rods, so that the top dead center (compression) remains at almost the same level. This changes the crank angle φ _i only slightly, as example 12 shows. The ignition sequence corresponds to Example 11. The advantage of this is the avoidance of ballast.

Both measures, ie a mass increase and a Hubvergrößerung can be mixed arbitrarily, z. B. 5% more oscillating mass and 5% more stroke. The crank angles φ _i are then between the values in Examples 11 and 12.

Uniform spark gaps are available for: $$\mathrm{y}\mathrm{=}\mathrm{n}\mathrm{\cdot }\mathrm{72}\mathrm{°}\mathrm{+}\mathrm{\delta }\mathrm{.}\mathrm{with\; n}\mathrm{=}\mathrm{1}\mathrm{.}\mathrm{2}\mathrm{.}\mathrm{3}\mathrm{.}\mathrm{...}\left(\mathrm{Gln}\mathrm{,}2\right)\mathrm{,}$$

In this regard, the best examples are 1 and 3 and 8 to 11 with relatively uniform firing intervals, as can be seen in Table 3 with the ignition sequences also shown there. In addition, these examples are advantageous because of the only slightly deviating with respect to the second engine order from 72 ° crankshaft angle. Particularly advantageous in terms of construction are example 5 because of δ = 0 ° and example 3 because of δ = 36 °. Table 3 No. V-angle Camber number / firing interval in ° 1. 72 ° firing 1 6 5 9 2 8th 3 7 4 10 ignition intervals 80.6 72.0 65.3 72.0 74.4 72.0 74.4 72.0 65.3 72.0 Second 72 ° firing 1 3 5 4 2 9 7 6 8th 10 ignition intervals 76.3 76.3 70.1 67.2 40.6 67.2 70.1 76.3 76.3 99.6 Third 108 ° firing 1 6 5 10 2 7 3 8th 4 9 ignition intervals 71.8 80.8 71.8 65.5 71.8 74.6 71.8 74.6 71.8 65.5 4th 72 ° firing 1 6 5 10 2 7 3 8th 4 9 ignition intervals 107.8 44.8 107.8 29.5 107.8 38.6 107.8 38.6 107.8 29.5 5th 90 ° firing 1 6 5 10 2 7 3 8th 4 9 ignition intervals 90.0 62.6 90.0 47.3 90.0 56.4 90.0 56.4 90.0 47.3 6th 108 ° firing 1 6 8th 10 4 9 3 5 2 7 ignition intervals 72.0 103.7 103.7 37.9 72.0 74.4 103.7 42.7 72.0 37.9 7th 72 ° firing 1 6 5 10 7 9 3 8th 2 4 ignition intervals 108.0 99.4 108.0 42.7 67.2 38.4 108.0 38.4 67.2 42.7 8th. 36 ° firing 1 7 5 8th 2 9 3 6 4 10 ignition intervals 73.8 78.8 67.6 69.7 76.7 69.7 67.6 - 78.8 73.8 63.5 9th 144 ° firing 1 7 5 10 2 6 3 9 4 8th ignition intervals 78.7 73.9 63.4 73.9 78.7 67.7 69.6 76.8 69.6 67.7 10th 144 ° firing 1 7 5 10 2 6 3 9 4 8th ignition intervals 76.0 75.7 64.3 75.7 76.0 68.2 71.8 72.3 71.8 68.2 11th 72 ° firing 1 6 5 9 2 8th 3 7 4 10 ignition intervals 79.7 72.0 68.0 72.0 72.2 72.0 72.2 72.0 68.0 72.0 12th 72 ° firing 1 6 5 9 2 8th 3 7 4 10 ignition intervals 79.2 72.0 69.8 72.0 70.6 72.0 70.6 72.0 69.8 72.0

All embodiments are characterized by a far-reaching compensation of the mass effect in the first and second order. Any remaining residual forces and / or residual moments can be easily compensated by simple measures, such as counterweights on the crankshaft and / or the crank gears.

Claims (13)

1. A ten-cylinder internal combustion engine comprising two rows of cylinders arranged in a V relative to a crankshaft, each row with five cylinders, wherein a crank is provided on the crankshaft for each cylinder in each row,
   characterised in that a non-uniform distribution of crank angles is provided, such that in each row the second-order mass effects are cancelled out completely or at least almost,
   that the crank angles in projection in a plane at right angles to the crankshaft are equal for both cylinder rows, and
   that the cranks for the two rows on the crankshaft are disposed so that the negatively rotating component of the first-order mass forces and/or of the first-order mass moments disappears completely or at least almost, wherein
   the crank angles for a row of cylinders, relative to the first crank, are as follows:

   first crank: 0.00°,

   second crank: 70.12°,

   third crank: 283.72°,

   fourth crank: 137.33°,

   fifth crank: 207.45° or

   first crank: 0.00°,

   second crank: 109.88°,

   third crank: 256.28°,

   fourth crank: 42.67°,

   fifth crank: 152.55°.
2. A ten-cylinder internal combustion engine according to claim 1, wherein a crank is provided on a crankshaft for each cylinder, characterised in that the first-order mass forces are eliminated by counterweights on the cranks and/or crankshaft.
3. A ten-cylinder internal combustion engine according to claim 2,
   characterised in that the first-order mass moments are eliminated by counterweights on the cranks and/or crankshaft.
4. A ten-cylinder internal combustion engine according to claim any of claims 1 to 3, characterised in that the crank angles _i for one row of cylinders are the reflections of the crank angles _j for the second row of cylinders relative to the central crank.
5. A ten-cylinder internal combustion engine according to claim 4,
   characterised in that the arrangement of cranks for the second row of cylinders is obtained from an arrangement of cranks for the first row, in that first all the cranks are rotated through an offset angle , after which the angles for the first and fifth and for the second and fourth crank are interchanged, i.e. reflected relative to the central crank.
6. A ten-cylinder internal combustion engine according to any of claims 1 to 3, characterised in that the cranks on one row of cylinders are rotated through the same angle relative to the corresponding crank on the other row of cylinders.
7. A ten-cylinder internal combustion engine according to any of claims 1 to 6, characterised in that the cranks on the two rows of cylinders are rotated relative to one another by an angle where = 2 - 180°, wherein is the V-angle included between the rows of cylinders.
8. A ten-cylinder internal combustion engine according to claim 6 or claim 7,
   characterised in that a defined deviation of the offset angle from the computed offset angle is used to generate a negatively rotating first-order component whereby mass effects of other engine components, especially the valve drive, are completely eliminated under certain operating conditions.
9. A ten-cylinder internal combustion engine according to any of claims 1 to 8, characterised in that at any pair of cranks on a row of cylinders the angular differences relative to the central crank are equal.
10. A ten-cylinder internal combustion engine according to any of claims 1 to 9, characterised in that in both rows of cylinders the angular differences between the central crank and the first and fifth crank or the second and fourth crank are equal arithmetically but differ in sign.
11. A ten-cylinder internal combustion engine according to any of claims 1 to 11, characterised in that the rows of cylinders are offset in the longitudinal direction.
12. A ten-cylinder internal combustion engine according to any of claims 1 to 12, characterised in that the oscillating masses and/or the stroke at the central cylinder in each row are increased so that the first-order free forces on each row of cylinders are balanced out.
13. A crankshaft or a ten-cylinder internal combustion engine comprising two rows of cylinders in a V, each with five cylinders in the row, characterised in that
    in the case of each row of cylinders on the crankshaft, which has a crank for each cylinder, the distribution of crank angles is non-uniform such that for each row of cylinders, the second-order mass effects are almost completely balanced out,
    that the crank angles in projection in a plane at right angles to the crankshaft are equal for both cylinder rows, and
    the cranks for the two rows on the crankshaft are disposed so
    that the negatively rotating component of the first-order mass forces and/or of the first-order mass moments disappears completely or at least almost, wherein the crank angles for a row of cylinders, relative to the first crank, are as follows:

    first crank: 0.00°,

    second crank: 70.12°,

    third crank: 283.72°,

    fourth crank: 137.33°,

    fifth crank: 207.45° or

    first crank: 0.00°,

    second crank: 109.88°,

    third crank: 256.28°,

    fourth crank: 42.67°,

    fifth crank: 152.55°.

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