FI66238B - LUFT PRESSANDE KOLVFOERBRAENNINGSMOTOR FOER FARTYG - Google Patents

Description

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SUOMI — FINLAND Qi) 770306 (2]) ΗΜκμ.αμ »« # ι 31.01.77 'M | · (23) a · »» —- e »» · »*. 31.01 '077 ^ ...... (41) TWh »HU« w - * »ÄeiwGi 03.09.77 N ·» od> ruKirHyrAiii ^ SSSmS! »· ^ 31.09.84 (32) (33) (31) * 1J *** f Wo »- 'rt ·' * · '02.03.76 14.07.76 Japan-JapanJP) 51-22976, 51-84203 (71) Hitachi Shipbuilding & Engineering Co., Ltd., 47, Edobori 1- chome,

Nishi-ku, Osaka, Japan-Japan (JP) (72) Isamu Nishijima, Nishi-ku, Osaka, Masuichi Yasuda, Nishi-ku, Osaka,

Yukio Tomi ta, Nishi-ku, Osaka, Takayuki Uakabayashi, Nishi-ku, Osaka,

Munetsugu Fukagawa, Nishi-ku, Osaka, Kenjiro Nabeshima, Nishi-ku, Osaka, Takeyasu Matsui, Nishi-ku, Osaka, Kazuo Nishimura, Nishi-ku, Osaka,

Hiroshi Nomura, Nishi-ku, Osaka, Kiyoshi Kato, Nishi-ku, Osaka,

Takeshi Miki, Nishi-ku, Osaka, Susumu Sato, Nishi-ku, Osaka,

Japan-Japan (JP) (74) Antti Impola (54) Air-compressing reciprocating internal combustion engine for marine use -Luft pressande kolvförbränningsmotor för fartyg

The invention relates to an air-compressing reciprocating internal combustion rotor with two multi-cylinder machine units, the crankshafts of which are connected by a common gearbox with only one output shaft, each machine unit having only one crankshaft and the cylinders standing vertically in one piece. Ship's reciprocating internal combustion engines are almost invariably diesel engines.

Marine diesel engines have changed technically in many ways as larger and larger ships have been built and ever higher performance required. Because diesel engines consume less fuel than turbines, these engines have been widely used in ships of all sizes. During one such period of development, a multi-cylinder type single-row high-power diesel engine was developed that could be successfully used in larger and larger ships and at higher speeds. The disadvantage of such a multi-loop type single-row diesel engine compared to the turbine is the longer engine room it requires, which has reduced the ship's loading capacity. Recent attempts to achieve ever-increasing power with multi-cylinder single-row diesel engines have therefore failed, and the new goal has been an even more powerful engine with a smaller length. As a result, 2 66238 high-performance engines with a larger cylinder diameter and a higher specific power (meaning effective pressure x piston speed) have been developed from modern large diesel engines, so that the number of cylinders can be reduced and thus the engine length can be reduced by one. However, increasing the power of a cylinder unit poses a number of technical and economic problems, while attempts to increase the loading capacity of ships and improve their economy have led to efforts to shorten the engine and thus shorten the required engine room length.

On the other hand, the development of a conventional diesel engine has primarily aimed at larger and faster ships as well as fuel savings, as explained above, with oil prices rising more and more after the "oil crisis", the energy economy has become more resolute, counterproductive Efforts have been made to save fuel by reducing the propeller speed and thus improving its efficiency so that the engine power can be reduced by an amount corresponding to the higher propeller efficiency, it is known that the engine efficiency can be improved by about 2-3% whenever the propeller speed can be reduced. 10 rpm.

In order to reduce the propeller speed, hitherto commonly used single-row diesel engines must either reduce the engine speed itself or use propeller speed reduction equipment. In order to reduce the engine speed itself without reducing the engine power, either the cylinder diameter or the specific cylinder power should be increased. For this reason, it has become necessary to radically change the structure of existing diesel engines, because recourse to speed-reducing equipment has the disadvantage of increasing the size of the entire machinery.

To solve the problems described above, it would be conceivable to use a two-row diesel engine in which the cylinders are arranged in two parallel rows to reduce the length of the engine, in which case a compact speed reduction gear must be used to develop low-speed output. Examples of the use of double-row diesel engines as marine propulsion engines are already known, but gig conventional double-row diesel engines are fast-rotating compact engines, and there is no example of large double-row engines with a power greater than about 2,200 kW.

3,66238

Problems that are difficult to solve will therefore arise if the principle of a two-row motor is applied to high-power and large-sized motors.

When using conventional high-speed small engines, the torque of each cylinder is small, so that a structure in which the right and left machines are rigidly connected by a single vertical column can be used to overcome the above-mentioned torque. In the case of large machines, it is structurally difficult to rigidly connect the right and left machines. Combining right-hand and left-hand machines with a single integrated vertical column may even be impossible, but in any case requires the use of a very strong machine member, which greatly increases the weight of the engine and thus reduces the cost-effectiveness of a two-row engine.

The main object of the present invention is to provide a marine diesel engine which solves the above problems and saves marine fuel costs and reduces engine length, height and weight so as to reduce the engine room dimensions of ships and at the same time rationalize engine room adaptations and thus increase ship loading capacity. Such a two-row diesel engine is mainly characterized in that the upper parts of the two machine units are connected to each other only to limit mutual movement and the parts common to both machine units such as the purge tube and / or the exhaust pipe are connected to at least one machine unit flexibly and shock absorbing.

In a two-row diesel engine, a phase shift between the operating cycles of the opposing cylinder pistons of the right and left engines is suitably used to minimize engine vibration forces. However, this would result in large forces acting between the right and left motors and thus cause so much relative movement between the unit motors that it cannot be ignored.

In the two-row diesel engine according to the invention, the air purge pipe and / or the exhaust pipe may possibly be common to the right and left engines, while the other common parts are flexibly connected to these two engines so that these parts are not damaged by relative movement between the engines.

. . \ 4 66238

In a marine diesel engine according to the invention, each unit engine has a plurality of vertical cylinders arranged in two parallel rows, only their α-bellows being integrally connected to a single base plate, while according to the invention the air-blown pipe, the exhaust pipe and the shock absorbing connected to at least one unit engine. The crankshafts of single-unit engines are connected via flexible couplings to a gear unit with a single output shaft to be connected to the propeller shaft. Due to this arrangement, the distance between the crankshafts is small, so that a gear unit with a driven gear connected to the output shaft can be used, which is placed between the driving gears connected to both crankshafts. The speed of the output shaft can thus be easily adjusted by means of a small gear unit. This makes it possible to build a marine diesel engine with an even smaller length, height and weight, in addition to which it is also possible to freely select the speed of the output shaft according to the speed required by the propeller used on the ship.

Other features and advantages of the invention will now be described in detail with reference to some preferred embodiments of the invention described in the accompanying drawings.

Figures 1 to 4 show a typical marine diesel engine according to the invention.

Figure 1 shows the engine from the front.

Figure 2 shows the engine from the side.

Figure 3 shows the engine from above.

Figure 4 shows a cross-section seen from the front on an enlarged scale.

Figures 5a ... 7b show some variations of the gear section.

Figure 5a shows a side view of a bog example.

Fig. 5b shows a top view of the embodiment shown in Fig. 5a.

Figure 6 shows a side view of another example of veining.

Figure 7a shows another side example of the veining.

Fig. 7b shows a top view of the embodiment of Fig. 7a.

Figures 8 to 10 show some preferred embodiments of an air blowing pipe.

Figure 8 is an enlarged front front cross-sectional view of the air 66238 blowpipe.

Fig. 9 shows a section on an enlarged scale of the main parts of Fig. 8.

Figure 10 shows a modification in a manner similar to Figure 9.

In the typical embodiment shown in Figures 1 to 4, the left and right unit engines A and B are a diesel engine with a plurality of cylinders 1. These unit engines are mounted on a common base plate 3 by means of separate vertical columns 2 and connected together.

The unit motors A and B described above are known per se, but their internal structure according to the invention will be explained as a typical example on the basis of Fig. 4. Of course, the invention is not limited to the structure described by way of example here, but the invention can also be applied to motors of a different structure.

The pistons 11 are each arranged in their cylinder to slide vertically along the vertical liner of the cylinder, and a vertically downwardly extending piston rod 13 is attached to the lower end of each piston 11. The piston rod 13 passes through a sealing sleeve 17 located in the bottom to the septum 16. The piston rod slides airtight up and down through the sealing sleeve. Attached to the lower end of each piston rod 13 is a crosspiece pin 18, and the upper end of the connecting rod 19 is fitted through bearings to this crosspiece pin 18 so that this upper end can be rotated. The lower end of the connecting rod 19 is likewise rotatably connected to the palm pin 20. The two crankshafts 21 are arranged parallel to the cylindrical bars. These crankshafts are rotatably mounted on a motor base plate 3 and are integrally formed with palm pins 20 eccentrically relative to each other.

The vertical columns 2 are connected to the unit motors A and B thus constructed for connecting the lower parts of these motors and the common base plate 3 of the motors. The vertical columns 2 are structures in which the connecting rods 19 are included and are fixedly mounted under the cylinder liners 14. The motto base plate 3 and both crankshafts 21 are integrally attached to the lower parts of these vertical columns 2. The uprights 2 co-operate with the engine base plate V so as to form common or separate tight crank chambers 15. In this construction, the engine base plate 6 66238 3 is box-like and strongly supports the weight of the engine, etc. and strengthens the connection between the various components. the plate can also be of another type known in the art which effectively supports the weight of the engine, etc. The crankshafts 21 of the unit motors project from the rear end of the base plate 3. Each crankshaft 21 is provided with a flywheel 8 and / or a flexible clutch. using the gear unit explained below.

The air blow pipe and exhaust pipe of both of these unit engines are built as common parts. Numeral 4 denotes a common air blowing pipe mounted between the unit motors A and B and fixed to the vertical columns 2 by means of a support member. The common exhaust pipes 5 are arranged between the unit engines A and B in the upper region of these and they communicate with the cylinders 1 via the exhaust branch pipes 6. In this embodiment, these exhaust pipes 5 are divided so that one is located behind the other, and these two exhaust pipes 5 are used separately in connection with the right-hand and left-hand cylinders 1 so that the exhaust gas power can be used in the compressor. The fitting of the exhaust pipes may also be based on some other known embodiment.

Since in the engine according to the invention the lower parts of the vertical columns 2 of the unit motors A and B are supported by a common motor chassis plate 3, while the reinforcing connection of the upper parts is reduced to a mandatory minimum, the connecting elements of the unit motors such as said common air pipe 4 and exhaust pipes 5 as explained, and thus not reinforcing, given the relative movement of the top of the motor due to the movement of the unit motors A and B.

When using the motor according to the invention, in addition to what has been described above in connection with the described embodiment, it is important to design the structure so that the vibrations and unbalanced torques of the left and right unit motors A and B do not affect the motor performance and strength too much. To this end, it is of course necessary to ensure that the piston movements of the left and right unit motors A and B are correct, but since this problem is not directly related to the scope of the invention, it will not be explained further here.

When designing a solution to the above problem solely in terms of engine performance, it would be best to use a structure in which the entire engine is firmly connected together. However, this would lead to an increase in the weight of the engine, so that when the engine is installed on a ship, the external vibrational force caused by the vibrations of the engine would increase. In particular, given that the invention applies to a cross-headed motor, which results in an inherently increased height, the increase in external vibrational force due to an increase in the weight of the motor and an increase in the center of gravity should be significant. Especially in the case of large ships, and taking into account the support structure of the engine, an increase in the weight of the engine must be avoided due to the vibration force caused by the whole engine. Of course, the larger the engine, the greater the cost increase due to the increased weight. Therefore, increasing the weight of the engine must be avoided.

In the following, in connection with Figs. 5a to 7b, a gear device connected to the output power side ends of the crankshafts 21 of both unit engines A and B will be described.

Two drive gears 32 are connected to the respective ends of the parallel crankshafts 21 by means of flexible couplings 31. Between these two gears 32 is placed a driven gear 33 »in the region of the central plane of the engine. 35 provided with a flywheel 8. The height level of the shaft of the gear 33 may optionally be determined by the desired reduction ratio between the propeller speed and the engine speed, or by the position between the engine and the reduction gear depending on the space reserved for the equipment. Thus, the axis of the gear 33 may be located at the level of the axes of both gears 32, i.e. at the level of the center lines of both crankshafts 21, as shown in Figures 5a and 5b, but the axis of the gear 33 may also be lower, as shown in Figure 6, or higher. not shown.

The flexible clutches 31, the drive gears 32 and the driven gear 33 are housed in a box 3b as shown in Figures 5a, 5b and 6, while the pressure shaft 3 ^ is housed in or structurally connected to the pressure shaft bearing box 37 located at the gearbox 36, the gearbox 36 and the bearing box 37 is integrally connected to the engine base plate 3. However, as shown in Figs.

As shown in Figures 7a and 7b, the speed-reducing gear may be provided with a directly connected generator 38 and a drive for operating auxiliary machines (various pumps) 39 as required.

The attachment of the above-mentioned common parts will be explained below on the basis of some structural examples shown in Figs.

Since the engine according to the invention is designed in such a way that relative movement between the unit motors is permitted within certain limits, the common parts used in these unit motors, e.g. air blower and exhaust pipes, must be constructed in such a way as to avoid structural reinforcement. Instead, the connection means used in connection with the air blow pipe shown in Figures 8 to 10 are used.

The structure shown in Fig. 8 is similar to that shown in Fig. 4, except for the air blowing pipe 4 and the connecting part between this pipe and the sheaths 14, so that similar parts are denoted by the same reference numerals, and these parts will not be explained further here. The air blow pipe 40 is arranged between the unit motors A and B to extend parallel to both crankshafts 21. This air blow tube communicates with the cylinder liners 14 of the unit engine A, whereby it is attached, while the cylinder blade liners 14 of the unit motor B and the air blow tube 40 communicate with each other via flexible connectors 41. As shown in more detail in Fig. 9, those portions of the air blow pipe 40 located opposite the cylinders of both unit engines A and B are formed as branch pipes 43a and 43b, which form the branch ducts 44a and 44b of the air blow pipe. The branch pipes 43a located opposite the cylinders of the unit engine A are fixed to the cylinder liner 14 by fixed elements such as bolts. On the other hand, the branch pipes 43b opposite the cylinders of the unit engine B are connected via the flexible connectors 41 of the cylinder liners of these cylinders. In the illustrated embodiment, such a flexible connector 41 is shown as a flexible bellows tube 45, but as another example a structure shown in Figure 10 may be used in which the projecting tubes 46 9 66238 extend from the cylinders of the unit engine B and are slidably fitted to the branch tubes. ·

The placement of the air blow pipe between both unit motors A and B as described herein gives the unit motors a pleasing appearance compared to a structure using a separate such air blow pipe for each unit motor. Since a single common air blow tube is still used, the structure can be sealed, and even in the event that the relative position of the unit motors changes due to vibrations during operation of these unit motors, the relative displacements can be smoothed by flexible connectors to avoid breaking.

Claims (4)

10 66238 An air-compressing reciprocating internal combustion engine for marine use having two multi-cylinder (1) engine units (A, B), the crankshafts (21) of which are connected by a common gearbox (36) having only one output shaft (35), each engine unit (A, B) there is only ....... one crankshaft (21) and cylinders (1) standing upright connected at their lower part to one one-piece base plate (3), characterized in that the upper parts of both machine units are connected to each other only to restrict mutual movement A, B) common parts, such as e.g. the purge pipe (4, 40) and / or the exhaust pipe (5), are connected to at least one machine unit (A, B) flexibly and shock-absorbing. A reciprocating internal combustion engine according to claim 1, characterized in that a common flushing pipe is arranged between the two machine units and connected to at least one of the two machine units (A, U) by a variable length pipe connection (41). Piston internal combustion engine according to Claim 2, characterized in that the pipe connectors are made as a bellows pipe (45). Piston internal combustion engine according to Claim 2, characterized in that the bellows tubes are gas-tight displaceable tube elements (4b).