EP2783098B1 - Moteur à combustion interne et bloc moteur - Google Patents

Moteur à combustion interne et bloc moteur Download PDF

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Publication number
EP2783098B1
EP2783098B1 EP12810318.1A EP12810318A EP2783098B1 EP 2783098 B1 EP2783098 B1 EP 2783098B1 EP 12810318 A EP12810318 A EP 12810318A EP 2783098 B1 EP2783098 B1 EP 2783098B1
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EP
European Patent Office
Prior art keywords
inlet air
air receiver
engine
cylinders
main inlet
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.)
Active
Application number
EP12810318.1A
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German (de)
English (en)
Other versions
EP2783098A1 (fr
Inventor
Arto JÄRVI
Daniel HÄGGBLOM
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 Finland Oy
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Wartsila Finland Oy
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Publication date
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Publication of EP2783098A1 publication Critical patent/EP2783098A1/fr
Application granted granted Critical
Publication of EP2783098B1 publication Critical patent/EP2783098B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/02—Other fluid-dynamic features of induction systems for improving quantity of charge
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10288—Air intakes combined with another engine part, e.g. cylinder head cover or being cast in one piece with the exhaust manifold, cylinder head or engine block
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/165—Marine vessels; Ships; Boats

Definitions

  • the invention relates to a reciprocating engine, which comprises an engine block having cylinders and an inlet channel for conducting inlet air into the cylinders.
  • the invention also relates to an engine block of a reciprocating engine.
  • inlet air pressure pulsation takes place in inlet channels of reciprocating engines.
  • inlet air pressure pulsation may move the operating point of the turbocharger repeatedly to the surging area, which impedes the operation of the turbocharger and thus adversely affects the operation of the engine.
  • the pulsation of pressure in the inlet channel has an adverse effect on the filling of the cylinders. That is because the pressure level in the vicinity of each inlet valve fluctuates, and the amount of air remaining in the cylinder is ruled by the local pressure level when the inlet valve closes.
  • the local pressure level may vary considerably, specifically in turbocharged engines.
  • Patent publication AT 413740 B discloses a piston engine, which comprises a main inlet air receiver and an auxiliary inlet air receiver that is arranged between the main inlet air receiver and the cylinders and in fluid communication with the main inlet air receiver through connecting channels.
  • the connecting channels are integrated with the crankcase and pass between the extensions of consecutive cylinders below the cylinders.
  • An object of the present invention is to reduce the pressure pulsation in an inlet channel of a reciprocating engine.
  • a reciprocating engine comprises an engine block having cylinders and an inlet channel for conducting inlet air into the cylinders.
  • the inlet channel is provided with a main inlet air receiver and an auxiliary inlet air receiver.
  • the auxiliary inlet air receiver is arranged downstream of the main inlet air receiver and upstream from the cylinders.
  • the auxiliary inlet air receiver is in fluid communication with the main inlet air receiver through at least one connecting channel, which passes between two consecutive cylinders.
  • the at least one connecting channel comprises a portion that is in the engine block, and said portion passes between two adjacent cylinders
  • a main inlet air receiver for inlet air is arranged in the engine block, and connecting channels for discharging inlet air from the main inlet air receiver are connected to the main inlet air receiver, which connecting channels are arranged in the engine block between consecutive cylinders.
  • the auxiliary inlet air receiver dampens pressure pulsation in the inlet channel. Consequently, the filling of the cylinders can be improved and the turbocharger surging reduced if the engine is turbocharged.
  • the cylinders are arranged in two banks and the inlet air channel is provided with two auxiliary inlet air receivers, which are arranged downstream of the main inlet air receiver and upstream of the cylinders.
  • Each of the cylinder banks is provided with a separate auxiliary inlet air receiver.
  • inlet air pressure pulsation can be effectively reduced in an engine, where the cylinders are arranged in a V-shaped configuration.
  • the main inlet air receiver is arranged between the cylinder banks.
  • the auxiliary inlet air receivers can be placed on the opposite sides of the cylinder banks relative to the main inlet air receiver and the exhaust channel(s) between the cylinder banks.
  • Figure 1 discloses a multi-cylinder reciprocating engine 1.
  • the engine 1 can be a large reciprocating engine, either a two-stroke or a four-stroke engine.
  • Large reciprocating engine refers here to such engines that can be used for instance as main and auxiliary engines in ships or in power plants for production of heat and/or electricity.
  • the engine 1 comprises an engine block 2 having cylinders 3 arranged in two banks 4 in a V-configuration. Typically, the engine 1 comprises 6-24 cylinders 3.
  • the reciprocating engine 1 comprises an inlet channel 5 for conducting inlet air into the cylinders 3.
  • the engine 1 can be turbocharged 8 in one or more stages. In the embodiment of fig. 1 the engine is turbocharged in one stage and provided with one turbocharger 8 but, if necessary, each cylinder bank 4 may be provided with a separate turbocharger 8.
  • the inlet channel 5 is provided with a main inlet air receiver 6 and two auxiliary inlet air receivers 7.
  • the main and auxiliary inlet air receivers are tanks that are designed for compressed air systems and used both to store the compressed air and to permit pressure to be equalized in the inlet channel 5.
  • the main inlet air receiver 6 is arranged downstream of the turbocharger 8.
  • the auxiliary inlet air receivers 7 are arranged downstream of the main inlet air receiver 6 and upstream of the cylinders 3. Each of the cylinder banks 4 is provided with a separate auxiliary inlet air receiver 7. The volume of the main inlet air receiver 6 is larger than the volumes of the auxiliary inlet air receivers 7. Both the main inlet air receiver 6 and the auxiliary inlet air receivers 7 are elongated and parallel to the cylinder banks 4. The inner diameter of the auxiliary inlet air receiver 7 is 0.45-0.65 times the inner diameter of the cylinder 3.
  • the main inlet air receiver 6 is located between the cylinder banks 4.
  • the main inlet air receiver 6 is arranged in the engine block 2.
  • the main inlet air receiver 6 can be integral with the engine block 2.
  • the main inlet air receiver 6 can thus be inside a casting that forms the engine block 2, or the engine block 2 can form some of the walls of the main inlet air receiver 6.
  • the auxiliary inlet air receivers 7 are placed on the opposite sides of the cylinder banks 4 relative to the main inlet air receiver 6 (i.e. outside the V formed by the cylinder banks 4).
  • the auxiliary inlet receivers 7 and the main inlet receiver 6 are thus on the opposite sides of the middle axis of the cylinders 3.
  • the auxiliary inlet air receivers 7 can be mounted on the engine block 2.
  • the auxiliary inlet air receivers 7 are in flow communication with the main inlet air receiver 6 through connecting channels 9, which are located between the cylinders 3.
  • Each connecting channel 9 passes between two consecutive cylinders 3 of the cylinder bank 4.
  • Part of the connecting channels 9 can extend above the cylinders 3, in which case those parts of the connecting channels 9 are between the extensions of the cylinders 3.
  • connecting channels 9 may be arranged at one or at both ends of the cylinder banks 4.
  • the connecting channels 9 can be arranged at least partly in the engine block 2.
  • each connecting channel 9 comprises a portion 9a that is in the engine block 2.
  • the portion 9a of those connecting channels 9 that are not at the ends of the engine 1 pass between two adjacent cylinders of the cylinder bank 4.
  • the auxiliary inlet air receivers 7 are closed at both ends.
  • the reciprocating engine 1 comprises two exhaust channels 10 for discharging exhaust gas from the cylinders 3. Each of the cylinder banks 4 is provided with a separate exhaust channel 10.
  • the exhaust channels 10 are arranged between the cylinder banks 4.
  • the exhaust channels 10 can be mounted on the engine block 2. In the embodiment shown in the drawings the exhaust channels 10 are placed on both sides of the main inlet air receiver 6. Additionally, the exhaust channels 10 are located above the main inlet air receiver 6.
  • the exhaust channels 10 are parallel to the cylinder banks 4. Instead of two exhaust channels, the engine 1 may comprise only one exhaust channel 10, to which the cylinders 3 of both banks 4 are connected.
  • Each cylinder 3 is provided with a separate cylinder head 11 having an intake port 12 for conducting inlet air into the cylinder 3 and an exhaust port 13 for discharging exhaust gas from the cylinder 3.
  • the cylinder head 11 is a cross flow design where the inlet of the intake port 12 and the outlet of the exhaust port 13 are on the opposite sides of the cylinder head 11.
  • the auxiliary inlet air receiver 7 is connected to the intake port inlets and the exhaust channel 10 to the exhaust port outlets.
  • the auxiliary inlet air receiver 7 and the exhaust channel 10 are placed on the opposite sides of the cylinder head 11.
  • the combined cross-sectional flow area of the connecting channels 9 connected to the auxiliary inlet air receiver 7 is equal to or greater than that of the intake ports 12, to which said auxiliary inlet air receiver 7 is connected.
  • inlet air pressure is increased by the turbocharger 8. Thereafter, the inlet air is conducted into the main inlet air receiver 6, from which inlet air is conducted through connecting channels 9 into the auxiliary inlet air receivers 7. From the auxiliary inlet air receivers 7 inlet air is conducted through the intake ports 12 into the cylinders 3. Exhaust gas is discharged from the cylinders 3 through the exhaust ports 13 into the exhaust channels 10. Thereafter, exhaust gas is conducted through exhaust channel(s) 10 into the turbocharger 8.
  • the reciprocating engine 1 can be an in-line engine having cylinders arranged in a single bank.
  • the inlet channel is provided with a main inlet air receiver and an auxiliary inlet air receiver.
  • the auxiliary inlet air receiver is arranged downstream of the main inlet air receiver and upstream of the cylinders.
  • the main inlet air receiver and the auxiliary inlet air receiver can be placed on opposite sides of the cylinder line and arranged in flow communication through connecting channels, which are arranged between the cylinders.
  • the engine is provided with one exhaust channel, which can be placed on the same side of the cylinder bank as the main inlet air receiver.
  • the embodiment corresponds to that described above.

Claims (15)

  1. Moteur à mouvement alternatif (1) comprenant un bloc-moteur (2) ayant des cylindres (3) et un conduit d'admission (5) pour conduire l'air d'admission dans les cylindres (3), le conduit d'admission (5) étant doté d'un récepteur d'air d'admission principal (6) et au moins d'un récepteur d'air d'admission auxiliaire (7), lequel récepteur d'air d'admission auxiliaire (7) est agencé en aval du récepteur d'air d'admission principal (6) et en amont des cylindres (3), dans lequel le récepteur d'air d'admission auxiliaire (7) est en communication de fluide avec le récepteur d'air d'admission principal (6) à travers au moins un conduit de raccord (9) qui passe entre deux cylindres consécutifs (3), le conduit de raccord (9) au moins comprenant une partie (9a) qui est dans le bloc-moteur (2) caractérisé en ce que la partie (9a) passe entre deux cylindres adjacents (3).
  2. Moteur à mouvement alternatif (1) selon la revendication 1 caractérisé en ce que les cylindres (3) sont agencés en deux lignes (4) et en ce que le conduit d'admission (5) est doté de deux récepteurs d'air d'admission auxiliaires (7) qui sont agencés en aval du récepteur d'air d'admission principal (6) et en amont des cylindres (3) et en ce que chacune des lignes de cylindres (4) est dotée d'un récepteur d'air d'admission auxiliaire séparé (7).
  3. Moteur à mouvement alternatif (1) selon la revendication 2 caractérisé en ce que le récepteur d'air d'admission principal (6) est situé entre les lignes de cylindres (4).
  4. Moteur à mouvement alternatif (1) selon la revendication 3 caractérisé en ce que les récepteurs d'air d'admission auxiliaires (7) sont placés sur les côtés opposés des lignes de cylindres (4) par rapport au récepteur d'air d'admission principal (6).
  5. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le récepteur d'air d'admission principal (6) est agencé dans le bloc-moteur (2).
  6. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le récepteur d'air d'admission principal (6) fait partie intégrante du bloc-moteur (2).
  7. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications 1-5 caractérisé en ce que le récepteur d'air d'admission principal (6) est séparé du bloc-moteur (2).
  8. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le(s) récepteur(s) d'air d'admission auxiliaire(s) (7) est/sont en communication de fluide avec le récepteur d'air d'admission principal (6) par des conduits de raccord (9), qui passent entre des cylindres consécutifs (3).
  9. Moteur à mouvement alternatif (1) selon la revendication 8 caractérisé en ce que les conduits de raccord (9) sont agencés au moins en partie dans le bloc-moteur (2).
  10. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications 2-9 caractérisé en ce que le moteur (1) est doté d'un conduit d'échappement (10) pour évacuer les gaz d'échappement des cylindres (3), lequel conduit d'échappement (10) est agencé entre les lignes de cylindres (4).
  11. Moteur à mouvement alternatif (1) selon la revendication 10 caractérisé en ce que chacune des lignes de cylindres (4) est dotée d'un conduit d'échappement séparé (10) pour évacuer les gaz d'échappement des cylindres (3), lesquels conduits d'échappement (10) sont agencés entre les lignes de cylindres (4).
  12. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que chaque cylindre (3) comprend une culasse (11) ayant un orifice d'admission (12) pour l'air d'admission et un orifice d'échappement (13) pour les gaz d'échappement et en ce qu'une entrée de l'orifice d'admission (12) et une sortie de l'orifice d'échappement (13) sont agencées sur les côtés opposés de la culasse (11).
  13. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le volume du récepteur d'air d'admission principal (6) est plus grand que le(s) volume(s) du(des) récepteur(s) d'air d'admission auxiliaire(s) (7).
  14. Bloc-moteur (2) d'un moteur à mouvement alternatif (1) ayant des cylindres (3) caractérisé en ce qu'un récepteur d'air d'admission principal (6) pour l'air d'admission est agencé dans le bloc-moteur (2) et en ce que les conduits de raccord (9) pour évacuer l'air d'admission du récepteur d'air d'admission principal (6) sont raccordés au récepteur d'air d'admission principal (6), lesquels conduits de raccord (9) sont agencés dans le bloc-moteur (2) entre des cylindres consécutifs (3).
  15. Bloc-moteur (2) selon la revendication 14 caractérisé en ce que les cylindres (3) sont agencés en deux lignes (4) et le récepteur d'air d'admission principal (6) pour l'air d'admission est agencé dans le bloc-moteur (2) entre les lignes de cylindres (4).
EP12810318.1A 2011-11-22 2012-11-20 Moteur à combustion interne et bloc moteur Active EP2783098B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20116160A FI20116160L (fi) 2011-11-22 2011-11-22 Mäntämoottori
PCT/FI2012/051147 WO2013076367A1 (fr) 2011-11-22 2012-11-20 Moteur à piston et bloc moteur

Publications (2)

Publication Number Publication Date
EP2783098A1 EP2783098A1 (fr) 2014-10-01
EP2783098B1 true EP2783098B1 (fr) 2016-03-16

Family

ID=47505027

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12810318.1A Active EP2783098B1 (fr) 2011-11-22 2012-11-20 Moteur à combustion interne et bloc moteur

Country Status (6)

Country Link
EP (1) EP2783098B1 (fr)
KR (1) KR101996242B1 (fr)
CN (1) CN103946532B (fr)
BR (1) BR112014012373B1 (fr)
FI (1) FI20116160L (fr)
WO (1) WO2013076367A1 (fr)

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1129970A (fr) * 1955-04-15 1957-01-29 Perfectionnements aux canalisations d'admission des moteurs à combustion interne
JPS59201931A (ja) * 1983-04-30 1984-11-15 Hino Motors Ltd エンジンの吸気装置
US5560328A (en) * 1993-05-14 1996-10-01 Orbital Engine Company Pty. Limited Induction system of internal combustion engines
US6213074B1 (en) * 1999-07-13 2001-04-10 Detroit Diesel Corporation Internal combustion engine with wedge-shaped cylinder head and integral intake manifold and rocker cover therefor
JP3747803B2 (ja) * 2001-05-28 2006-02-22 スズキ株式会社 ４サイクルｖ型エンジンを搭載した船外機
GB2389147A (en) * 2002-05-31 2003-12-03 Man B & W Diesel Ltd I.c. engine air manifold arrangement
AT413740B (de) * 2003-11-03 2006-05-15 Avl List Gmbh Kurbelgehäuse
DE602004026644D1 (de) * 2004-07-02 2010-05-27 Volvo Lastvagnar Ab Anordnung zur steuerung von abgasdruckimpulsen an einem verbrennungsmotor
JP2008095534A (ja) * 2006-10-06 2008-04-24 Toyota Motor Corp 内燃機関
JP2008309044A (ja) * 2007-06-13 2008-12-25 Toyota Motor Corp 内燃機関の排気浄化装置
FR2932847B1 (fr) * 2008-06-24 2010-08-13 Peugeot Citroen Automobiles Sa Moteur a combustion interne equipe d'un turbocompresseur de suralimentation.
US8056525B2 (en) * 2008-09-12 2011-11-15 Ford Global Technologies Induction system for internal combustion engine
US8459026B2 (en) * 2010-01-21 2013-06-11 Ford Global Technologies, Llc Central turbocharger mounting configuration for a twin-turbo engine

Also Published As

Publication number Publication date
FI20116160L (fi) 2013-05-23
CN103946532B (zh) 2016-03-30
KR20140093277A (ko) 2014-07-25
KR101996242B1 (ko) 2019-07-05
BR112014012373A2 (pt) 2017-05-30
WO2013076367A1 (fr) 2013-05-30
BR112014012373B1 (pt) 2021-07-13
CN103946532A (zh) 2014-07-23
EP2783098A1 (fr) 2014-10-01

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