EP1496217B1 - 14-Zylinder-Zweitaktreihen-Brennkraftmaschine mit Turboaufladung - Google Patents

14-Zylinder-Zweitaktreihen-Brennkraftmaschine mit Turboaufladung Download PDF

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EP1496217B1
EP1496217B1 EP04076262A EP04076262A EP1496217B1 EP 1496217 B1 EP1496217 B1 EP 1496217B1 EP 04076262 A EP04076262 A EP 04076262A EP 04076262 A EP04076262 A EP 04076262A EP 1496217 B1 EP1496217 B1 EP 1496217B1
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Prior art keywords
cylinder
cylinders
firing
order
internal combustion
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English (en)
French (fr)
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EP1496217A1 (de
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Per Ronnedal
Bo Hansen
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MAN B&W Diesel AS
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MAN B&W Diesel AS
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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
    • E—FIXED CONSTRUCTIONS
    • E03—WATER SUPPLY; SEWERAGE
    • E03C—DOMESTIC PLUMBING INSTALLATIONS FOR FRESH WATER OR WASTE WATER; SINKS
    • E03C1/00—Domestic plumbing installations for fresh water or waste water; Sinks
    • E03C1/12—Plumbing installations for waste water; Basins or fountains connected thereto; Sinks
    • E03C1/122—Pipe-line systems for waste water in building
    • E03C1/1222—Arrangements of devices in domestic waste water pipe-line systems
    • 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
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • E—FIXED CONSTRUCTIONS
    • E03—WATER SUPPLY; SEWERAGE
    • E03C—DOMESTIC PLUMBING INSTALLATIONS FOR FRESH WATER OR WASTE WATER; SINKS
    • E03C1/00—Domestic plumbing installations for fresh water or waste water; Sinks
    • E03C1/12—Plumbing installations for waste water; Basins or fountains connected thereto; Sinks
    • E03C2001/1206—Pipes with specific features for influencing flow characteristics
    • E—FIXED CONSTRUCTIONS
    • E03—WATER SUPPLY; SEWERAGE
    • E03C—DOMESTIC PLUMBING INSTALLATIONS FOR FRESH WATER OR WASTE WATER; SINKS
    • E03C2201/00—Details, devices or methods not otherwise provided for
    • E03C2201/60—Reducing noise in plumbing systems
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B2075/1804—Number of cylinders
    • F02B2075/1856—Number of cylinders fourteen
    • 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
    • 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

Definitions

  • the present invention relates to a two-stroke turbocharged internal combustion engine having 14 cylinders in a single row, at least one exhaust gas receiver, at least two turbochargers, and a scavenge air system with at least one elongated scavenge air receiver, each cylinder having a scavenge air inlet connected to the scavenge air receiver and an exhaust passage leading into the at least one exhaust gas receiver, said turbochargers being connected with the exhaust gas receiver on its turbine side and with the scavenge air system on its compressor side, which engine has a firing sequence (n1 - n14) of the engine cylinders C1-C14.
  • the engine with the scavenge air receiver uses so-called constant-pressure turbocharging which is based on the principle that the exhaust gas flow pulses from the individual cylinders are equalized by passing the exhaust gas from the cylinders out through the associated exhaust passage to a common exhaust receiver which is an elongate pressure vessel of a sufficiently large volume to allow some expansion of the many high intensity gas flow pulses from the cylinders into a common gas flow at an even pressure.
  • the turbine part of the turbochargers receives exhaust gas at a constant pressure when the engine load is constant, and this increases the efficiency of the turbochargers and results in a constant supply of inlet air from the compressor part of the turbochargers to the scavenge air system on the inlet side of the engine cylinders.
  • Pressure fluctuations in the exhaust gas receiver can cause fluctuations in the power of the turbochargers and thus uneven and varying charging air deliveries to the charging air system.
  • the supply of scavenge air to the inlet side of the engine influences the filling of the cylinders with charging air and thus the combustion process in the cylinders and the power developed at the combustions.
  • the in-line engine with 14 cylinders has a long length and thus a long scavenge air receiver.
  • the pressure variations in the charging air supplied from the turbochargers can to some degree cause pressure variations in the scavenge air receiver.
  • larger pressure fluctuations in the scavenge air receiver are created by the pattern in which the cylinders consume scavenge and charging air from the scavenge air receiver.
  • the object of the present invention is to minimize or avoid fluctuations in fuel dosage to the engine cylinders caused by variations in the filling of the cylinders with charging air, when the engine is running at constant load.
  • the two-stroke constant-pressure turbocharged internal combustion engine is characterized in that the fourteen cylinders have a firing sequence (n1 - n14) so that at least the following four requirements a) to d) are met for the 4 th order gas pulsation for the 5 th order gas pulsation for the 6 th order gas pulsation for the 7 th order gas pulsation
  • n is the cylinder number
  • ⁇ n is the firing angle for cylinder n
  • ⁇ identifies the length of the vector.
  • the length of the vector is calculated in the traditional manner as the square root of sum of the second power of the resulting sine component added to the second power of the resulting cosine component.
  • the firing sequence of the 14 cylinder in-line engine complies with these requirements the primary source for formation of pressure fluctuations in the scavenge air receiver has been minimized to such a low level that the fuel dosing to the cylinders is mainly unaffected by scavenge air pressure fluctuations.
  • the firing sequences fulfilling the requirements result in that the cylinders consume scavenge and charging air from the scavenge air receiver in sequences that do not create too large pressure fluctuations of the air in the -scavenge air receiver.
  • the fourteen cylinders have a firing sequence (n1 - n14) so that the following requirement e) is also met
  • n is the cylinder number
  • ⁇ n is the firing angle for cylinder n
  • the nominal distance between cylinders is the distance between cylinders having only a single main bearing between the cylinders, typically the distance between the centre lines of cylinders C1 and C2.
  • crankshaft In a 14 cylinder engine the crankshaft is typically manufactured in two parts that are joined, typically by being bolted together, in between two cylinders. There are two main bearings between these two cylinders, which are consequently separated by a distance larger than said nominal distance.
  • a long in-line engine as a 14 cylinder two-stroke engine is typically used as a propulsion engine in a ship.
  • the advantages obtained by designing the firing sequence in accordance with requirements a) to d) are further enhanced by also making requirement e) be fulfilled.
  • Requirement e) furthermore provides the advantage that the so-called nick-moments will be diminished.
  • Nick-moments are a weighted summation over the cylinders of the vertical forces acting at the tie rods and at the main bearings. The nick-moments tend to induce an undesired vibration of the engine and ship hull in the vertical plane.
  • the fourteen cylinders have a firing sequence (n1 - n14) so that the following requirement f) is also met
  • n is the cylinder number
  • ⁇ n is the firing angle for cylinder n
  • ⁇ identifies the length of the vector.
  • the second order nick moment is a weighted summation over the cylinders of the second order vertical forces acting at the tie rods and at the main bearings.
  • Vnick(2) is less than 3.0 and more preferably less than 2.0.
  • the fourteen cylinders have a firing sequence (n1 - n14) so that
  • the firing sequence can be even in the sense that the turning angle of the crankshaft between the firing of two consecutive cylinders is 360°/14. This fixed size angle is used for all cylinders in the engine. If there is a special problem in a particular engine installation it is also possible to fine-tune the vibration pattern by using a firing sequence which is uneven in the sense that the turning angle of the crankshaft between the firing of at least two pairs of consecutively firing cylinders is different from 360°/14.
  • Fig. 1 is seen the cross-section through a large two-stroke constant-pressure turbocharged internal combustion engine of the crosshead type, having 14 cylinders.
  • the engine can e.g. be of the make MAN B&W Diesel and the type MC or ME, or of the make Wartsilä of the type Sulzer RT-flex or Sulzer RTA.
  • the cylinders can have a bore in the range of e.g. 60 to 120 cm, preferably from 80 to 120 cm, and more preferably from 95 to 120 cm.
  • the engine can e.g. have a power in the range of 3000 to 8500 kW per cylinder, preferably from 4000 to 8000 kW, such as at least 5.000 kW per cylinder.
  • Each cylinder C1-C14 typically has a cylinder liner 1 with a row of scavenge air ports 2 in its lower end and a cylinder cover 3 with an exhaust valve 4 located in the top of the cylinder.
  • a piston 5 is mounted on a piston rod 6, which via a crosshead 7 and a connecting rod 8 is connected with a crank pin 9 on a crankshaft 10.
  • the crankshaft journal 11 is located in a main bearing mounted in a bedplate 12.
  • the crosshead is supported in the transverse direction by guide shoes 13 sliding on vertically extending guide planes.
  • the guide planes are fixed to the stationary A-frame 14 of the engine.
  • a cylinder section 15 is mounted on top of the A-frame.
  • the cylinder cover 3 is fixed to the cylinder section by cover studs 16.
  • Tie-rods 17 extend from the cylinder section down to the bedplate and they fix the cylinder section 15 to the bedplate 12.
  • An exhaust gas duct 18 extends from the individual cylinder in the area of the exhaust valve and opens out into an exhaust gas receiver 19 that is common to a number of cylinders.
  • the engine may have only a single exhaust gas receiver which is common to all cylinders, or it can have a plurality of exhaust gas receivers, such as two or three, located end-to-end in extension of each other and typically interconnected through gas flow passages.
  • the exhaust gas receiver is a pressure vessel with a circular cylindrical cross-section.
  • the exhaust gas duct 18 is extending into the exhaust receiver 19 and delivers the exhaust gas from the pertaining combustion chamber when the exhaust valve is open.
  • pressure variations caused by the exhaust gas pulses emitted from the exhaust gas ducts are equalized to a more even pressure.
  • turbochargers 20 are connected to the exhaust gas receiver 19 in such a manner that the exhaust gas can flow via exhaust passages 21 through the turbine part 22 of the turbocharger where it acts as a drive medium for the turbine wheel, which is mounted on a drive shaft for a compressor wheel located in a compressor part 23 of the turbocharger.
  • the compressor part 23 can deliver compressed air in direction of arrow A via an air flow passage 24 and possibly an inlet air cooler 25 to a scavenge air system 26.
  • the scavenge air system comprises at least one scavenge air receiver 27 common to several or all cylinders, and for the individual cylinder a flow passage 28 that connects an inlet air chamber 29 with the scavenge air receiver so that inlet air can flow in direction of arrow B to fill the inlet air chamber with air to be consumed by the cylinder.
  • the scavenge air receiver is a pressure vessel with a cylindrical shape that is circular in cross-section.
  • Check-valves 31 are provided at the air inlets in the lower portion of scavenge air receiver 27.
  • the inlet air is called both scavenge air and charging air. However, the inlet air is one and the same. In a two-stroke engine there is needed inlet air to scavenge (clean) the combustion chamber for combustion products while the exhaust valve is open and inlet air to charge the cylinder with air for the next combustion process after closure of the exhaust valve.
  • the inlet air chamber 29 surrounds the lower portion of cylinder liner 1 having scavenge air ports 2.
  • piston 5 is moved in downward direction until it is positioned in the lowermost part of cylinder liner at the bottom dead centre position in which the upper surface of the piston is located below scavenge air ports 2.
  • air from inlet air chamber 29 flows into the cylinder and causes a pressure drop in said chamber and also in the scavenge air receiver in the local area near flow passage 28 leading into the cylinder.
  • the air consumptions and associated local pressure drops in the scavenge air receiver occur at the flow passages 28 that are distributed along the length of the scavenge air receiver.
  • the cylinders consume air in a sequential manner at points in time that depend on the firing sequence of the engine. As the delivery of inlet air to the cylinders varies both in time and place, the air inside the scavenge air receiver may be made to fluctuate.
  • the natural frequencies of longitudinal gas pressure waves inside the scavenge air receiver depend, among other things, on the length of the receiver.
  • the scavenge air receiver illustrated in Fig. 5 is common to all cylinders on the engine, and it consequently extends along the complete length of the engine.
  • the lowest natural frequency of the air fluctuations in the scavenge air receiver corresponds to so-called 1 st mode gas pulsations, in which the pressures at the receiver ends are in counterphase and the largest velocity changes occur in the middle of the receiver.
  • the 1 st mode gas pulsation is illustrated by the curve a in Fig. 5.
  • the 2 nd mode gas pulsation is illustrated by the curve b in Fig. 5. It appears that the 1 st mode gas pulsation has a single node 32, the 2 nd mode gas pulsation two nodes 32, and so forth with one additional node for every increase of the mode number.
  • the ability of the sequential consumption of air to excite gas dynamic oscillations in the scavenge air receiver depends on the firing sequence of the engine and the current engine speed. If the frequency of the pressure waves coincides with a natural frequency for a specific mode of gas pulsations, rather large air pressure fluctuations can occur. These undesired pressure fluctuations may affect the filling of the cylinders, in particular the cylinders located at the largest distances from the nodes 32 in the relevant vibration order.
  • the sequence in which the cylinders consume air from the scavenge air receiver is such that the variations in filling of cylinders due to scavenge air pulsations are so small that they do not cause disturbing adjustments in the fuel setting for the cylinders.
  • firing sequences fulfilling the requirements a) through f) can be given as follows: No. Firing sequence for cylinders C1 to C14 1 1-4-9-14-7-2-6-11-12-5-3-8-10-13 2 1-4-9-14-7-2-6-12-11-5-3-8-10-13 3 1-5-8-14-7-2-6-11-12-4-3-9-10-13 4 1-5-8-14-7-2-6-11-13-4-3-9-10-12 5 1-5-8-14-7-2-6-13-11-4-3-9-10-12 6 1-5-9-14-7-2-6-11-12-4-3-8-10-13 7 1-5-11-12-6-2-8-10-13-3-4-7-14-9 8 1-6-9-14-5-2-7-12-11-4-3-8-13-10 9 1-6-9-14-5-2-7-13-11-3-4-8-12-10 10 1-6-10-14-2-5-7-12-11-3-4-9-13-8 11 1-6-11-13-2-5-7-14-9-3-4-10-12-8 12 1-6-11-14-2-5-7-12-10-3-4-9-13-8 13 1-6-11-14-2-5-7-12-10-4-3-9-13-8 14 1-6-11-14-2-5-7-13-9-3-4-10-12-8 15 1-6-11-14-2-5-7-13-10-3-4-9
  • firing sequences may also fulfil the requirements, and consequently the firing sequences stated are to be considered as preferred but nonlimiting examples of firing sequences for the 14 cylinder engine.
  • the cylinders C1 to C14 fire in the sequence 1 4 9 14 7 2 6 11 12 5 3 8 10 13.
  • the firing sequence is implemented in the engine by the making the crankshaft 10 with crank throws 33 pointing in the angular pattern required for obtaining the firing sequence.
  • the firing sequence is determined by the design of the crankshaft.
  • Fig. 3 illustrates the pattern required for firing sequence No. 1 as an even firing sequence, viz. a firing sequence with a regular (even) angular interval of 360°/14 between the firings.
  • Each crank throw 33 comprises two crank arms 34 and the crank pin 9, and the crank shaft journals 11 join the crank throws into a complete crank shaft.
  • the crankshaft journals are aligned along a centre line 35 of the crankshaft and they are supported in main bearings in bedplate 12.
  • the crankshaft can suitably be divided into two sections in order to reduce the weight of the individual section. This facilitates lifting of the crankshaft onto the bedplate during assembly of the engine and it also facilitates manufacturing of the crankshaft, as the complete crankshaft of a 14 cylinder engine of the relevant size can have a weight well above 250 t.
  • the distance 12 between the cylinders located at the joint is larger than the distance 1 between the other cylinders. It is also possible to locate the crankshaft joint between cylinders C8 and C9.
  • the engine can be an electronically controlled engine without a camshaft for activating fuel pumps and exhaust valves, e.g. an engine of the type ME. If the engine is of a traditional type with a camshaft, the camshaft can be driven from the crankshaft via a chain drive or a gearing, which suitably can be located between the cylinders separated by the larger distance 12.
  • Fig. 4 The respective angles between the crank throws 33 of the crankshaft of Fig. 3 are also illustrated in Fig. 4. It is also possible to use irregular firing sequences, viz. a firing sequence that is uneven in the sense that the angular interval between the firings of at least two pairs, and possibly several pairs, of consecutively firing cylinders deviates from 360°/14. A deviation of only a few degrees can result in a different vibration pattern in the engine. Such irregular firing sequences can be useful for fine tuning of the resulting vibration characteristics of the engine. With respect to gas pulsations in the scavenge air receiver it is the firing sequence as such that is of importance for obtaining the advantageously low level of gas pulsations and not whether the firing sequence is regular or irregular.
  • the calculations are in the following exemplified with respect to the 14 cylinder engine illustrated in Fig. 2.
  • the total length between the vertical centre lines of cylinders C1 and C14 is 23.99 m, and a chain drive is located between cylinders C7 and C8.
  • Firing angles for cylinders C1 to C14 0°, 128.6°, 257.1°, 25.7°, 231.4°, 154.3°, 102.9°, 282.9°, 51.4°, 308.6°, 180.0°, 205.7°, 334.2°, and 77.1°.
  • the position of the cylinder is calculated as the distance of the cylinder Cn from the cylinder C1 in the longitudinal direction of the engine divided by the total distance between the centre lines of cylinders C1 and C14.
  • F(n) is consequently equal to 1 - 2 x (distance of cylinder Cn from cylinder C1)/(total distance from cylinder C1 to cylinder C14).
  • the resulting length of the vector is 0.6858, which is well below the value of 2.0.
  • the resulting length of the vector is 1.5295, which is well below the value of 2.1.
  • the resulting length of the vector is 1.4164, which is well below the value of 2.2.
  • F(n) F(n-1) + ((distance from the centre line of cylinder C n-1 to the centre line of cylinder C n )/(nominal distance between cylinders)).
  • the nominal distance between cylinders is the horizontal distance between the vertical centre lines of two adjacent cylinders having no chain drive in between the cylinders. When the engine is provided with a chain drive for a camshaft, this chain drive is typically located at the middle of the engine.
  • the nominal distance between cylinders can consequently in the ordinary case be identified as the distance between cylinders in the end area of the engine, such as the distance between cylinders C1 and C2.
  • the resulting length of the vector is 0.5639, which is well below the value of 2.5.
  • the resulting length of the vector is 0.9241, which is well below the value of 6.0.
  • Fig. 6 The forces producing the nick moments are illustrated in Fig. 6.
  • the upwards directed force on the cylinder cover results in upwards directed forces 36 in the four tie-rods that connect the cylinder portion with the bedplate, and at the same time the main bearing associated with cylinder 14 is subjected to a downwards directed thrust force 37. Similar forces occur at the other cylinders as they fire.
  • These vertically acting forces produce the so-called nick moments that act on the engine and the engine supporting structure in a manner that can introduce vertical vibrations.
  • These vertical vibrations can have negative influences, in particular when the engine is a main propulsion engine in a container ship, because the nick moments will induce hull vibrations of a highly undesired character.
  • the engine according to the present invention has firing sequences that limit the size of the nick moments, and the engine is consequently particularly suitable for use in a container ship which typically has a long hull and requires a main engine producing a very large power in order to propel the ship at the high speed required when transporting cargo of high value.
  • the engine according to the present invention solves at the same time one of the major vibration problems pertaining to container ship propulsion.
  • the engine according to the present invention is thus particularly suitable for use as a main propulsion engine in a container ship, and especially in a container ship having a capacity of at least 10.000 TEU, such as from 10.200 to 14.000 TEU, one TEU being the equivalent of a single 20' container.
  • TEU is the standard measure for the capacity of a container ship.
  • Table 1 presents relevant vibration values of some of the other above mentioned firing sequences.
  • the firing sequences are numbered FS 1 etc in accordance with the numbering of the above mentioned sequences.
  • the table states the vector lengths according to each of the requirements a) to f). FS No.
  • turbochargers on the engine, such as two or three turbochargers, and also more than four turbochargers, such as from five to eight turbochargers.
  • the engine frame can be of any suitable shape, and the cylinder sections can be integrated in the frame.
  • the scavenge air receiver - and possibly also the exhaust gas receiver - can have other cross-sectional shapes that the circular shape, such as a polygonal shape or a part-circular shape combined with one or more linear segments.
  • the scavenge air system can include further elements than described, such as water mist collectors.
  • the cylinders need not be numbered with C1 at the forward end of the engine and C14 at the aft end. They can equally well be numbered with C1 at the aft end and C14 at the forward end.
  • the engine can be utilized as a stationary engine in a power plant.
  • requirement a) can be Vgas(4) ⁇ 1.2 or Vgas(4) ⁇ 0.9.
  • requirement b) can be limited to Vgas(5) ⁇ 1.2 or Vgas(5) ⁇ 1.0
  • requirement c) can be limited to Vgas(6) ⁇ 1.2 or Vgas(6) ⁇ 1.0
  • requirement d) can be limited to Vgas(7) ⁇ 2.0 or Vgas(7) ⁇ 1.5.
  • Requirement e) can be limited to Vnick(1 1.3 or Vnick(1) ⁇ 1.0
  • requirement e) can be limited to Vnick(2) ⁇ 1.3 or Vnick(2) ⁇ 1.0.

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Claims (9)

  1. Zweitaktiger turboladender interner Verbrennungsmotor mit 14 Zylindern in einer einzigen Reihe, mindestens einem Abgasauffang, mindestens zwei Turboladern und einem Spülluftsystem mit mindestens einem länglichen Spülluftauffang, wobei jeder Zylinder eine Spülluftzuleitung, die mit dem Spülluftauffang verbunden ist, und einen Abgasdurchlass aufweist, der in den wenigstens einfach vorhandenen Abgasauffang führt, wobei die Turbolader auf ihrer Turbinenseite mit dem Abgasauffang und auf ihrer Kompressorseite mit dem Spülluftsystem verbunden sind, und wobei der Motor eine Startsequenz (n1 - n14) der Motorzylinder C1-C14 hat, dadurch gekennzeichnet, dass die vierzehn Zylinder eine Startsequenz (n1 - n14) haben, so dass wenigstens die folgenden vier Bedingungen a) bis d) erfüllt sind:
    für die Gaspulsation vierter Ordnung
    Figure 00280001
    für die Gaspulsation fünfter Ordnung
    Figure 00280002
    für die Gaspulsation sechster Ordnung
    Figure 00280003
    für die Gaspulsation siebter Ordnung
    Figure 00280004
    wobei n die Zylindernummer, ϕn der Zündwinkel für Zylinder n und F(n) eine Gewichtsfunktion ist, die unter Beachtung der Position des Zylinders zwischen F(1) = 1 bei Zylinder C1 und F(14) = -1 bei Zylinder C14 linear interpoliert ist, und ∥ die Länge des Vektors bezeichnet.
  2. Zweitaktiger turboladender interner Verbrennungsmotor nach Anspruch 1, dadurch gekennzeichnet, dass die vierzehn Zylinder eine Startsequenz (n1 - n14) haben, so dass auch die folgende Bedingung e) erfüllt ist
    Figure 00290001
    wobei n die Zylindernummer, ϕn der Zündwinkel für Zylinder n, und F(n) eine Gewichtsfunktion ist, die F(1) = 0 bei Zylinder C1 und F(n) = F(n-1) + ((Abstand von der Mittelachse von Zylinder Cn-1 zur Mittelachse von Zylinder Cn)/(nomineller Abstand zwischen den Zylindern)) ist, und ∥ die Länge des Vektors bezeichnet.
  3. Zweitaktiger turboladender interner Verbrennungsmotor nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die vierzehn Zylinder eine Startsequenz (n1 - n14) haben, so dass auch die folgende Bedingung f) erfüllt ist
    Figure 00290002
    wobei n die Zylindernummer, ϕn der Zündwinkel für Zylinder n und F(n) eine Gewichtsfunktion ist, die F(1) = 0 bei Zylinder C1 und F(n) = F(n-1) + ((Abstand von der Mittelachse von Zylinder Cn-1 zur Mittelachse von Zylinder Cn)/(nomineller Abstand zwischen den Zylindern)) ist, und ∥ die Länge des Vektors bezeichnet.
  4. Zweitaktiger turboladender interner Verbrennungsmotor nach Ansprüchen 1 und 2 und 3, dadurch gekennzeichnet, dass die vierzehn Zylinder eine Startsequenz (n1 - n14) haben, so dass gilt
    a) Vgas(4)< 2 für die Gaspulsation 4. Ordnung,
    b) Vgas(5)< 2 für die Gaspulsation 5. Ordnung,
    c) Vgas(6)< 2 für die Gaspulsation 6. Ordnung,
    d) Vgas(7)< 2.2 für die Gaspulsation 7. Ordnung,
    e) Vnick(1)< 2 für die Kerbenmomente 1. Ordnung,
    f) Vnick(2)< 3 für die Kerbenmomente 2. Ordnung.
  5. Zweitaktiger turboladender interner Verbrennungsmotor nach Anspruch 4, dadurch gekennzeichnet, dass die vierzehn Zylinder eine Startsequenz (n1 - n14) haben, so dass gilt
    a) Vgas(4)< 1 für die Gaspulsation 4. Ordnung,
    b) Vgas(5)< 2 für die Gaspulsation 5. Ordnung,
    c) Vgas(6)< 2 für die Gaspulsation 6. Ordnung,
    d) Vgas(7)< 2.2 für die Gaspulsation 7. Ordnung,
    e) Vnick(1)< 1.5 für die Kerbenmomente 1. Ordnung,
    f) Vnick(2)< 1.5 für die Kerbenmomente 2. Ordnung.
  6. Zweitaktiger bei Konstantdruck arbeitender turboladender interner Verbrennungsmotor nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Startsequenz in dem Sinne ausgeglichen ist, dass der Drehwinkel der Kurbelwelle zwischen dem Zünden von zwei aufeinander folgenden Zylindern gleich 360°/14 ist.
  7. Zweitaktiger turboladender interner Verbrennungsmotor nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Startsequenz in dem Sinne unausgeglichen ist, dass der Drehwinkel der Kurbelwelle zwischen dem Zünden von mindestens zwei Paaren von nacheinander zündenden Zylindern sich von 360°/14 unterscheidet.
  8. Zweitaktiger bei Konstantruck arbeitender turboladender interner Verbrennungsmotor nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass der Motor ein Hauptantriebsmotor in einem Containerschiff ist, vorzugsweise einem Containerschiff mit einer Kapazität von mehr als 10000 TEU.
  9. Zweitaktiger turboladender interner Verbrennungsmotor nach Anspruch 8, dadurch gekennzeichnet, dass der Motor eine maximale Leistung pro Zylinder von mindestens 5000 kW hat.
EP04076262A 2004-01-28 2004-04-28 14-Zylinder-Zweitaktreihen-Brennkraftmaschine mit Turboaufladung Expired - Lifetime EP1496217B1 (de)

Priority Applications (1)

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CN100420833C (zh) * 2004-12-24 2008-09-24 曼B与W狄赛尔公司 具有单列10缸的两冲程涡轮增压内燃机
EP1739296B1 (de) * 2005-06-30 2013-03-06 Wärtsilä Schweiz AG Verfahren zur Optimierung eines Betriebsparameters einer Hubkolbenbrennkraftmaschine, sowie Hubkolbenbrennkraftmaschine
EP2075447A1 (de) * 2006-03-29 2009-07-01 Wärtsilä Schweiz AG Startlernverfahren eines Verbrennungsmotors
JP2006348947A (ja) * 2006-08-18 2006-12-28 Kazuo Oyama 排気圧回生機付内燃機関
AT507464B1 (de) * 2008-09-29 2011-01-15 Ve Vienna Engineering Forschungs Und Entwicklungs Gmbh Betriebsführung eines zweitaktmotors mit turbolader
DE102011003909B4 (de) 2011-02-10 2018-05-30 Man Diesel & Turbo Se Zweitaktbrennkraftmaschine und Verfahren zum Betreiben derselben
JP6794102B2 (ja) * 2014-10-07 2020-12-02 ヴィンタートゥール ガス アンド ディーゼル アーゲー レシプロ式内燃機関、とりわけ２サイクル大型ディーゼル機関、及び排ガス分配管路、とりわけ複合排ガス分配器
JP6451485B2 (ja) * 2015-05-11 2019-01-16 株式会社Ihi クロスヘッド型エンジン

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US3748850A (en) * 1971-10-18 1973-07-31 Hanlon & Wilson Co Exhaust system for a diesel engine
AT396970B (de) * 1984-12-21 1994-01-25 Avl Verbrennungskraft Messtech Mehrzylinder-brennkraftmaschine
DE4128642C2 (de) * 1991-08-29 1993-11-18 Mailaender Fa J G Aufgeladener Hubkolben-Dieselmotor
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JP3861012B2 (ja) * 2002-01-30 2006-12-20 三菱重工業株式会社 多気筒内燃機関
DE10215713A1 (de) * 2002-04-10 2003-10-30 Schlueter Claus 1-Takt-Verbrennungsverfahren/Ladedruck-Volumen geregelter Teillastzustand/1-Takt- Verbrennungs-Turbinen-Flußmotor
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DE10235531A1 (de) * 2002-08-03 2004-02-19 Daimlerchrysler Ag Verfahren zur Ladedruckregelung eines Verbrennungsmotors

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CN100346065C (zh) 2007-10-31
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DE202004002185U1 (de) 2004-07-22
KR100589766B1 (ko) 2006-06-21
KR200363267Y1 (ko) 2004-10-01
PL1496217T3 (pl) 2005-06-30
KR20050077708A (ko) 2005-08-03
DE602004000001T2 (de) 2006-03-02
ATE287493T1 (de) 2005-02-15
CN1648443A (zh) 2005-08-03
DK1496217T3 (da) 2005-05-23
JP3991039B2 (ja) 2007-10-17
EP1496217A1 (de) 2005-01-12

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