EP2336521A1 - Zylinderanordnung für einen Verbrennungsmotor - Google Patents

Zylinderanordnung für einen Verbrennungsmotor Download PDF

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Publication number
EP2336521A1
EP2336521A1 EP09179281A EP09179281A EP2336521A1 EP 2336521 A1 EP2336521 A1 EP 2336521A1 EP 09179281 A EP09179281 A EP 09179281A EP 09179281 A EP09179281 A EP 09179281A EP 2336521 A1 EP2336521 A1 EP 2336521A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
valve seat
valve
ratio
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09179281A
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English (en)
French (fr)
Inventor
Leif Knipström
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wartsila NSD Schweiz AG
Original Assignee
Wartsila NSD Schweiz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wartsila NSD Schweiz AG filed Critical Wartsila NSD Schweiz AG
Priority to EP09179281A priority Critical patent/EP2336521A1/de
Publication of EP2336521A1 publication Critical patent/EP2336521A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/22—Valve-seats not provided for in preceding subgroups of this group; Fixing of valve-seats
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
    • F02B75/042—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning the cylinderhead comprising a counter-piston

Definitions

  • the invention relates to a cylinder arrangement for an internal combustion engine, a method for operating an internal combustion engine as well as to an internal combustion engine in accordance with the pre-characterising part of the independent claims 1, 10, and 11.
  • the compression ratio in a piston engine is usually constant.
  • the compression ratio is decided based on engine performance parameters to have the best engine performance, often the high engine load performance is the most relevant point for the decision. For optimal performance over the whole operating range a variable compression ratio is desirable. But due to the complications with such a system a compromise is usually made defining one fixed compression ratio.
  • an object of the invention to make available an improved cylinder arrangement and an improved internal combustion engine, respectively, as well as an improved method for operating an internal combustion engine so that a compression ratio can be changed within a cylinder of the combustion engine in an easy and efficient way to achieve the best engine performance under different operational conditions.
  • the improved cylinder arrangement and method, respectively, should be applicable for both trunk piston engines and crosshead large diesel engines, as well as for two-stroke and four-stroke internal combustion engines.
  • the invention relates to a cylinder arrangement for an internal combustion engine, including a cylinder in which a piston is arranged to be movable along a longitudinal cylinder axis to and fro between a top dead centre position and a bottom dead centre position, wherein in the cylinder a combustion chamber is defined by a cylinder cover, by a cylinder wall of the cylinder and by a piston surface of the piston.
  • At least one charge-cycle valve is provided in a gas exchange opening of the cylinder cover, wherein the charge-cycle valve includes a valve disk cooperating in the operation state with a valve seat of the gas exchange opening in such a way, that in a closed position of the charge-cycle valve the combustion chamber is sealed with respect to a gas feeding conduct.
  • the valve seat is movably arranged between a high-ratio position and a low-ratio position so that within the combustion chamber a compression-ratio is adjustable to a pre-settable compression-ratio value.
  • the present invention is related to a system for variable compression ratio especially suitable for large low speed two-stroke engines. But similar design principles could also be used eg. for medium speed four-stroke engine.
  • the special advantage of the invention is that only the cylinder head must be slightly changed in design. Essentially, no other mechanical component of the combustion engine must be changed except that a hydraulic system must be provided to move the valve seat between the low-ratio and the high-ratio position. In particular, no changes must be made regarding the piston rod or the crankshaft to change the compression ratio within the cylinder.
  • the compression ratio in a cylinder arrangement according to the invention can be changed in an very easy and efficient way to achieve the best engine performance under different operational conditions. Since only the cylinder cover has to be changed very slightly, the improved cylinder arrangement and method, respectively, is applicable for both trunk piston engines and crosshead large diesel engines, as well as for two-stroke and four-stroke internal combustion engines.
  • the valve seat is designed as a hydraulic piston cooperating at least with a first hydraulic pressure chamber in such a way, that the valve seat is moved from the low-ratio position to the high-ratio position by pressurizing the first hydraulic pressure camber with an hydraulic fluid.
  • valve seat is designed as a hydraulic piston cooperating at least with a second hydraulic pressure chamber in such a way, that the valve seat is moved from the high-ratio position to the low-ratio position by pressurizing the second hydraulic pressure chamber with a hydraulic fluid.
  • first hydraulic pressure chamber and the second hydraulic pressure chamber is present at the same time so that the valve seat can be moved in both directions by pressurizing the first hydraulic pressure chamber or the second hydraulic pressure chamber, respectively.
  • the valve seat is designed as a hydraulic double-piston cooperating with at least one third hydraulic pressure chamber in such a way, that the valve seat can be positioned in an medium-ratio position between the high-ratio position and the low-ratio position, wherein of course, in most cases the first and the second hydraulic pressure chamber is additionally present at the same time.
  • the valve seat of the cylinder arrangement in accordance with the present invention is comprising a cooling channel to allow cooling of the valve seat by feeding a cooling medium through the cooling channel.
  • the cooling medium is preferably identical to the hydraulic medium which is used to actuate the valve seat by supplying it to the different hydraulic pressure chambers.
  • the internal combustion engine is a longitudinally scavenged internal combustion engine, for example a crosshead large diesel engine
  • only one charge-cycle valve which is an outlet valve is provided in the gas exchange opening of the cylinder head of the cylinder.
  • at least a first charge-cycle valve and a second charge-cycle valve might be provided in one and the same cylinder cover at the same time.
  • the first charge-cycle valve may be an inlet valve and the second charge-cycle valve may be an outlet valve wherein, of course, as in principle known from the state of the art, more than two charge-cycle valves can be present at one and the same cylinder cover at the same time.
  • the first charge-cycle valve cooperates with a first valve seat and the second charge-cycle valve cooperates with a second valve seat.
  • the first valve seat and the second valve seat can be separately moved between the low-ratio position and the high-ratio position, wherein in an other embodiment the entire flame plate is made as a hydraulic piston including the first valve seat and the second valve seat at the same time, so that the first valve seat and the second valve seat can be commonly moved from the low-ratio position to the high-ratio position and vice versa.
  • the invention is also related to a method for operating an internal combustion engine, including a cylinder in which a piston is arranged to be movable along a longitudinal cylinder axis to and fro between a top dead centre position and a bottom dead centre position, wherein in the cylinder a combustion chamber is defined by a cylinder cover, by a cylinder wall of the cylinder and by a piston surface of the piston.
  • At least one charge-cycle valve is provided in a gas exchange opening of the cylinder cover, wherein the charge-cycle valve includes a valve disk cooperating in the operation state with a valve seat of the gas exchange opening in such a way, that in an closed position of the charge-cycle valve the combustion chamber is sealed with respect to a gas feeding conduct.
  • the valve seat is movably arranged between a high-ratio position and a low-ratio position so that within the combustion chamber a compression-ratio is adjusted to a pre-set compression-ratio value.
  • the invention relates furthermore to an internal combustion engine having a cylinder arrangement in accordance with the invention and being operable by a method according to the invention.
  • the combustion engine according to the invention can be any type of internal combustion engine as actually known from the state of the art.
  • a combustion engine according to the invention can be a crosshead engine, in particular a crosshead large diesel engine, or a trunk piston engine, wherein the combustion engine can be a two-stroke internal combustion engine or in an other embodiment a four-stroke internal combustion engine.
  • the internal combustion engine according to the invention is a dualfuel engine being operable either in diesel or otto mode.
  • Fig. 1 a shows, in a schematic illustration a first embodiment of a cylinder arrangement 1 according to the invention with the valve seat 71 being in the high-ratio position wherein Fig. 1 b shows the same embodiment with the valve seat 71 in the low ratio position.
  • Fig. 1 a and Fig. 1 b respectively, disclose a first special embodiment of an cylinder arrangement 1 according to the present invention for an internal combustion engine which is in the present example a longitudinally scavenged crosshead large diesel engine.
  • the cylinder arrangement 1 according to Fig. 1 a and Fig. 1 b includes a cylinder 2 in which a piston 3 is arranged to be movable along a longitudinal cylinder axis A to and fro between a top dead centre position and a bottom dead centre position, wherein in the cylinder 2 a combustion chamber 4 is defined by a cylinder cover 5, by a cylinder wall 21 of the cylinder 2 and by a piston surface 31 of the piston 3.
  • Only one charge-cycle valve 6, 61, 62 being here an outlet valve is provided in a gas exchange opening 7 of the cylinder cover 5 which gas exchange opening 7 is connected via a gas feeding conduct 8 to a not shown turbocharger assembly in a per se known manner.
  • the charge-cycle valve 6, 61, 62 includes a valve disk 61 cooperating in the operation state with a valve seat 71 of the gas exchange opening 7 in such a way, that in a closed position of the charge-cycle valve 6, 61, 62 the combustion chamber 4 is sealed with respect to the gas feeding conduct 8, wherein in an open position of the charge-cycle valve 6, 61, 62 combustion gases can be fed out of the combustion chamber 4 to the turbocharger assembly.
  • valve seat 71, 711, 712 is movably arranged between a high-ratio position HR and a low-ratio position LR so that within the combustion chamber 4 a compression-ratio is adjustable to a pre-settable compression-ratio value.
  • the valve seat 71 is made as a separate part and acting as an hydraulic piston. If hydraulic oil is supplied to the first hydraulic chamber 91, the valve seat 71 is pressed down to its lower position which is the high-ratio position HR. In this case the compression ratio is the highest possible, since the compression volume in the cylinder 2 is minimized. The hydraulic force acting on the valve seat 71 through the first hydraulic pressure chamber 91 is high enough to keep the valve seat 71 in the high-ratio position HR also during the combustion cycle.
  • the outlet valve 6, 62 has an hydraulic valve actuation system, which is not shown in greater detail, allowing the outlet valve 6, 62 to follow the position of the valve seat 71 and preferably operating independently of the position of the valve seat 71.
  • FIG. 2 a second embodiment of the invention having a cooling channel 10 for cooling the valve seat 71, 711, 712 is displayed showing in greater detail a special design of the hydraulic valve seat 71, 711, 712 allowing variable compression ratio within the combustion chamber 4 of the cylinder 2.
  • the valve seat 71, 711, 712 which is designed as a piston 71, 711, 712 has a sealing 700 normally used in this kind of hydraulic piston. It has as well in addition one or several piston rings 701 sealing against the combustion pressure within the combustion chamber 4 in order to not allow the combustion pressure to act directly on the hydraulic sealing 700.
  • Fig. 2 also shows an integrated cooling channel 10 in the valve seat 71, 711, 712 to allow cooling of the valve seat 71, 711, 712.
  • the same hydraulic oil as used for actuating the hydraulic valve seat 71, 711, 712 can also be used for the cooling of the valve seat 71, 711, 712. This is arranged with drillings from the hydraulic chambers 91, 92.
  • the first hydraulic pressure chamber 91 is connected to one side of the seat cooling and the second hydraulic pressure chamber 92, which cannot be seen in Fig. 2 since the valve seat 71, 711, 712 is in it's high-ratio position HR, is connected to the other side of the seat cooling.
  • the bores 702 connecting the hydraulic pressure chambers 91, 92 to the seat orifices are installed to control and limit the amount of oil flowing through the cooling channel 10.
  • first hydraulic pressure chamber 91 In case that the first hydraulic pressure chamber 91 is pressurized some hydraulic oil is flowing from the first hydraulic pressure chamber 91 to the seat cooling and then drained out to the second hydraulic pressure chamber 92. And in case the second hydraulic pressure chamber 92 is pressurized the flow direction is the opposite, from the second hydraulic pressure chamber 92 to the seat cooling and then drained out to the not pressurized first hydraulic pressure chamber 91.
  • the pressurized chamber will in this case need a continuous supply of oil to maintain the pressure in the pressurized chamber 91, 92.
  • Fig. 3a - Fig. 3c show a third embodiment according to the present invention with a hydraulic double-piston 710. This allows variable compression ratio in two steps. If pressurized oil is supplied to the third hydraulic pressure chamber 93 and the first hydraulic pressure chamber 91 and the second hydraulic pressure chamber 92 are drained, the valve seat 71 is pressed towards its high-ratio position HR, giving the highest compression ratio in the cylinder 2 as, shown in Fig. 3a .
  • the pressurized oil is supplied to the first hydraulic pressure chamber 91.
  • the intermediate hydraulic chamber is drained and in the second hydraulic pressure chamber 92 a small hydraulic back pressure is maintained.
  • the valve seat 71 will remain in the medium-ratio position MR.
  • Fig. 3c the hydraulic pressure is supplied to the second hydraulic pressure chamber 92. Both the third hydraulic pressure chamber 93 and the first hydraulic pressure chamber 91 are drained. In this case the valve seat 71 goes to its low-ratio position LR, giving the lowest possible compression ratio within the combustion chamber 4 of the cylinder 2.
  • Fig. 4a and Fig. 4b show an alternative design execution working with the same principle.
  • the hydraulic valve seat 71 is made with an larger outer diameter, eg. same diameter as the piston 3 or the inner diameter of the cylinder 2, respectively. This allows much bigger variation of the compression ratio within the cylinder 2 with the same stroke of the hydraulic valve seat 71.
  • the movable part, that is the hydraulic valve seat 71 is much larger and more efficient cooling of the hydraulic valve seat 71 will be required.
  • This can preferably be done with a separate cooling medium different from the hydraulic oil used for pressurizing the hydraulic pressure chambers 91, 92, 93 in order not to waste too much pressurized hydraulic oil.
  • Eg cooling oil could be lead into the cooling spaces and drillings in the hydraulic valve seat 71 through in Fig. 4a and Fig. 4b not shown separate slide in pipes or through grooves and channels in on the sides of the hydraulic valve seat separated by sealing rings.
  • the design described could also be made eg with two step piston design allowing an intermediate position of the hydraulic valve seat 71 giving more compression ratio variants, for example three hydraulic chambers with different strokes. With this design is the number of added parts due to the variable compression ratio reduced to a minimum giving a simple and mechanically reliable design.
  • the hydraulic oil system needed to control the compression ratio often already existing on large two stroke engines and used already eg. for valve actuation.
  • FIG. 5a and Fig. 5b show a four-stroke arrangement according to the invention with independently controllable inlet and outlet valve seats wherein in Fig. 5a both valve seats 71, 711, 712 are in the high-ratio position HR and in Fig. 5b the inlet valve seat 71, 711 is in the low-ratio position LR and the outlet valve seat 71, 712 in the high-ratio position HR. That is, Fig. 5a and Fig. 5b , respectively, show a variant of the present invention where each valve seat 71, 711, 712 can be controlled separately. This gives possibilities for 5 different compression ratios within the combustion chamber 4 if the cylinder 2 is equipped with 4 equally sized valve seats 71, 711, 712:
  • a fifth embodiment according to the invention with the entire flame plate made as a hydraulic piston 71 is schematically displayed which embodiment is another alternative design for a four-stroke engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP09179281A 2009-12-15 2009-12-15 Zylinderanordnung für einen Verbrennungsmotor Withdrawn EP2336521A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09179281A EP2336521A1 (de) 2009-12-15 2009-12-15 Zylinderanordnung für einen Verbrennungsmotor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09179281A EP2336521A1 (de) 2009-12-15 2009-12-15 Zylinderanordnung für einen Verbrennungsmotor

Publications (1)

Publication Number Publication Date
EP2336521A1 true EP2336521A1 (de) 2011-06-22

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ID=42101535

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Application Number Title Priority Date Filing Date
EP09179281A Withdrawn EP2336521A1 (de) 2009-12-15 2009-12-15 Zylinderanordnung für einen Verbrennungsmotor

Country Status (1)

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EP (1) EP2336521A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013160540A1 (en) * 2012-04-24 2013-10-31 Wärtsilä Finland Oy Piston engine and method for adjusting compression ratio
WO2017061917A1 (en) * 2015-10-07 2017-04-13 Hedman Ericsson Patent Ab Method for a diesel engine and diesel engine
DE102011008128B4 (de) * 2011-01-07 2017-10-26 Suheyla Lemouré Hubkolben-Brennkraftmaschine mit variablem Verdichtungsverhältnis

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US996378A (en) * 1907-09-11 1911-06-27 Gen Electric Changeable-compression engine.
JPS58165544A (ja) * 1982-03-25 1983-09-30 Hitachi Zosen Corp 圧縮比可変内燃機関
DE3801102A1 (de) * 1988-01-16 1989-07-27 Erich Schmid Vorrichtung fuer eine hubkolbenmaschine mit variablem brennraum
EP0330638A1 (de) * 1988-02-23 1989-08-30 Jorma Pohjola Ventilsteuervorrichtung für Brennkraftmaschine
WO1997002417A1 (en) * 1995-07-06 1997-01-23 Fanja Ltd. Arrangement in a cylinder head
EP0837226A1 (de) * 1996-10-15 1998-04-22 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Ventilgesteuerte Brennkraftmaschine mit einer Verstelleinrichtung zur Verdichtungsänderung
JPH1150866A (ja) * 1997-08-01 1999-02-23 Toyota Motor Corp 内燃機関の可変圧縮比機構
JP2003328797A (ja) * 2002-05-15 2003-11-19 Fuji Heavy Ind Ltd エンジンの圧縮比可変機構およびエンジンの圧縮比可変方法
DE10227769A1 (de) * 2002-06-21 2004-01-08 Daimlerchrysler Ag Vorrichtung zur variablen Änderung der Verdichtung einer Brennkraftmaschine
DE10311229A1 (de) * 2003-03-14 2004-09-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verbrennungsmotor mit veränderbarem Verdichtungsverhältnis

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US996378A (en) * 1907-09-11 1911-06-27 Gen Electric Changeable-compression engine.
JPS58165544A (ja) * 1982-03-25 1983-09-30 Hitachi Zosen Corp 圧縮比可変内燃機関
DE3801102A1 (de) * 1988-01-16 1989-07-27 Erich Schmid Vorrichtung fuer eine hubkolbenmaschine mit variablem brennraum
EP0330638A1 (de) * 1988-02-23 1989-08-30 Jorma Pohjola Ventilsteuervorrichtung für Brennkraftmaschine
WO1997002417A1 (en) * 1995-07-06 1997-01-23 Fanja Ltd. Arrangement in a cylinder head
EP0837226A1 (de) * 1996-10-15 1998-04-22 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Ventilgesteuerte Brennkraftmaschine mit einer Verstelleinrichtung zur Verdichtungsänderung
JPH1150866A (ja) * 1997-08-01 1999-02-23 Toyota Motor Corp 内燃機関の可変圧縮比機構
JP2003328797A (ja) * 2002-05-15 2003-11-19 Fuji Heavy Ind Ltd エンジンの圧縮比可変機構およびエンジンの圧縮比可変方法
DE10227769A1 (de) * 2002-06-21 2004-01-08 Daimlerchrysler Ag Vorrichtung zur variablen Änderung der Verdichtung einer Brennkraftmaschine
DE10311229A1 (de) * 2003-03-14 2004-09-30 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verbrennungsmotor mit veränderbarem Verdichtungsverhältnis

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011008128B4 (de) * 2011-01-07 2017-10-26 Suheyla Lemouré Hubkolben-Brennkraftmaschine mit variablem Verdichtungsverhältnis
WO2013160540A1 (en) * 2012-04-24 2013-10-31 Wärtsilä Finland Oy Piston engine and method for adjusting compression ratio
WO2017061917A1 (en) * 2015-10-07 2017-04-13 Hedman Ericsson Patent Ab Method for a diesel engine and diesel engine
AU2016335471B2 (en) * 2015-10-07 2019-02-28 Hedman Ericsson Patent Ab Method for a diesel engine and diesel engine
US10570817B2 (en) 2015-10-07 2020-02-25 Hedman, Ericsson Patent Ab Method for a diesel engine and diesel engine
EA036914B1 (ru) * 2015-10-07 2021-01-14 Гедман Эрикссон Патент Ав Способ минимизации выбросов оксидов азота для дизельного двигателя и дизельный двигатель

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