KR100331126B1 - How to optimize the firing angle of tandem engines and tandem engines - Google Patents

Abstract

The tandem engine 1, in particular the marine main engine, has several cylinders C each with a piston 7 connected to the associated crankshaft 13 of the crankshaft 12 common to the cylinders. The crankshaft of the crankshaft is disposed at a predetermined angular position corresponding to the ignition angle of the cylinder. At least two of the angular differences (α _j -α _j-1 ) between the ignition angles of the continuously ignited cylinders have different sizes, each cylinder being associated with at least a mass of the piston and a mass of a portion of the connecting rod. It has a reciprocating mass (M _r ). By reducing the vibration parameters of the engine, optimizing the ignition angle (α) to eliminate the need to balance the first and second inertial forces, and then varying the reciprocating mass of at least two cylinders and the reciprocating mass of the remaining cylinders. Ping the first and second inertia forces. In a six-cylinder engine, the firing angles α of the first to sixth cylinders are 0 °, 237 °, 110 °, 147 °, 270 °, and 20 °, respectively, and the second, fourth and sixth cylinders. The reciprocating mass of is 12%, 16% and 1% heavier than the reciprocating mass of the remaining cylinders, respectively.

Description

How to optimize the ignition angle for tandem engines and tandem engines

The present invention has several cylinders each having a piston connected to a crank throw (crank throw) of the crankshaft common to the cylinder, the crankshaft of the crankshaft, Positioned at a predetermined angular position corresponding to the ignition angle of the cylinder, wherein at least two of the angular differences between the ignition angles of the continuously ignited cylinders have different sizes, each cylinder having at least the mass of the piston and the connecting rod A method of optimizing the ignition angle of a tandem engine, such as a ship's main engine, having a reciprocating engine component with an associated reciprocating mass comprising some molliness.

Looking at the relationship of forces on a single cylinder of such an engine, the primary inertia force is substantially greater than the inertia force of the secondary or higher. It is generally believed that for an engine, it is necessary to balance the primary and secondary inertial forces generated by the reciprocating mass of all cylinders (ie, offset all forces acting in the vertical direction to zero). .

Inertial forces occur in each cylinder and, therefore, such inertial forces occur at positions spaced apart from each other in the longitudinal direction of the crankshaft. It is usually possible to obtain a balanced force, but in the case of an engine with a large number of cylinders, the moments which are simultaneously balanced are obtained only in special cases. Thus, free moments (or external moments) require the use of individual moment compensators (or configured as separate units mounted in the engine or installed at a location remote from the engine) or special shaft arrangements that perform vibration damping. It becomes size to say. Most conventional methods and apparatuses for reducing the adverse effects of the engine's free moment are expensive, and the engine and its associated structure are complex.

The magnitude of the free forces and free moments in a two-stroke tandem engine depends on the ignition angle, which is typically used for continuously ignited cylinders to make it possible to balance the primary and secondary inertia forces of the cylinder. The angle difference between the ignition angles is selected to be determined by " 360 ° / cylinder number ".

American M. children. Mr. Published in 1985 by M. I T. Press. F. In the second edition of CF Taylor's book The Internal-Combustion Engine in Theory and Practice, Vol. 2, pp. 304-305, 6- and 8-cylinder in-line engines. Although the ignition angle of the cylinder is not constant, the angle difference between the ignition angles of the cylinders which are continuously ignited can take two different values which are symmetrical with respect to the average value of "360 ° / cylinder number". It is supposed to be. For a six-cylinder engine, the two angle differences are 30 degrees and 90 degrees, and for an eight-cylinder engine, the two angle differences are 36.8 degrees and 53.2 degrees. By the combination of the symmetrical position and the even number of cylinders with respect to the mean value, the equilibrium of the primary and secondary inertia forces is maintained. Due to the non-constant ignition angle, the primary free moment becomes large with respect to the six cylinder engine, the secondary free moment becomes small, and with respect to the eight cylinder engine, the primary moment becomes small.

Japanese Patent Application No. 56-136811 (Japanese Patent Application Laid-Open No. 58-37342) discloses a ignition at 0 °, 263 °, 134 °, 177 °, 53 °, and 313 °, and having about the same reciprocating mass. An engine having two cylinders is disclosed. This ignition angle makes it possible to reduce the secondary vertical free moment, but the primary moment becomes large, which must be balanced by the counterweight. In addition, since the imbalance between the primary and secondary free forces is large, the vibration level is increased.

Japanese Patent Application Laid-open No. Hei 4-173884 (Patent Publication Hei 5-340264) discloses a four-cylinder V engine, in which the angle between the cylinder rows is θ, and the crank of two cylinder rows The angle between the throws is (π-2θ), and in one direction, all the crankways form an angle θ in the horizontal direction.

The primary moment is reduced by varying the mass of the cylinders located opposite one pair in the radial direction and the masses of the cylinders located opposite one another in the radial direction. The geometry selected for this ignition angle ensures that the inertia forces are always in equilibrium, and that the adjustment of the mass of the paired cylinders located radially opposite does not affect the inertia forces, but only affects the inertia moments. To ensure.

European Patent Publication No. 0 501 096 discloses a five-cylinder in-line engine, in which the primary moment of inertia is reduced by adjusting the ignition angle of two symmetrically located cylinders, In this case, the adjustment is made to maintain symmetry, thereby maintaining the equilibrium of the primary inertia force.

It is an object of the present invention to provide a method of optimizing the ignition angle to enable substantial reduction of one or more selected vibration parameters while maintaining the balance of the primary and secondary inertia forces of the engine.

In order to achieve the above object, the method according to the invention is characterized by optimizing the first ignition angle in a manner that does not take into account primary and secondary inertia forces to reduce at least one selected vibration parameter of the engine, While the primary inertia force is unbalanced, the secondary inertia force is also unbalanced if the cylinders have the same reciprocating mass, and subsequently, the reciprocating mass of at least two cylinders is adjusted to be different from the reciprocating mass of the remaining cylinders. To balance the optimized ignition angle and primary inertia force.

By not considering the equilibrium of the primary and secondary inertia forces in the optimum ignition angle, the ignition angle can be selected substantially more freely, and compared to conventional engines, where it was necessary to consider the inertia force in determining the ignition angle. It is possible to further reduce the parameter. According to the present invention, one of the primary or secondary free moment, one or both guide moments of the selected grade of H-shaped guide and X-shaped guide moments, or one of the axial shaft vibration and the torsional shaft vibration of the selected grade, or One selected vibration parameter, such as the vibration of both, is minimized to a harmless level by the optimization of the ignition angle, so that a compensator or the like previously required can be omitted. When the ignition angle is determined in this way, and the shape of the crankshaft is determined based thereon, in the present invention, the reciprocating motion of the cylinder is determined so that the primary and secondary inertial forces are in equilibrium.

The invention also has several cylinders each having a piston connected to an associated crankway of a crankshaft common to the cylinder, the crankshaft of the crankshaft being positioned at a predetermined angular position corresponding to the ignition angle of the cylinder. At least two of the angular differences between the ignition angles of the continuously ignited cylinders pass through different sizes, each cylinder having a reciprocating mass with an associated reciprocating mass including at least the mass of the piston and the mass of a portion of the connecting rod. A two-stroke in-line engine, such as the ship's main engine, having engine components. According to the invention, such an engine is characterized by optimizing the ignition angle α to reduce the selected vibration parameter,

Satisfying; By adjusting the reciprocating movement of the singer cylinder,

To satisfy.

In the above formula, the number of cylinders is indicated by n, the number of cylinders of the engine is indicated by N, α _n indicates the ignition angle of the nth cylinder, and M _rn indicates the reciprocating mass of the nth cylinder. do. By not considering the primary inertia force, it is possible to substantially reduce the selected vibration parameter as compared to conventional engines, but at the same time, the optimal ignition angle selected is the geometric 1 represented by the first and second equations. It provides the geometry of the crankshaft so that the result of the addition of the primary and secondary forces is different from the zero (large from the zero). This means that when the mass of the cylinders is the same, at least the primary free (outer) inertial forces are not in equilibrium. As can be seen from the third and fourth equations, considering the reciprocating mass (M _rn ) of the cylinder, substantially the above equilibrium is obtained, which is the first free magnetic force (and preferably of the secondary Free inertia force) means that it is substantially absent from the engine. The reason for this is that the mass of the cylinder is adjusted in such a way as to compensate the result when the inertia force is not taken into account in the determination of the ignition angle.

An embodiment of an engine with six cylinders is characterized in that the ignition angles of the first to sixth cylinders are 356-4 °, 233-241 °, 106-114 °, 143-151 °, 266-274 ° and 16 An ignition interval of 24 ° or an symmetry thereof with 356-4 °, 246-254 °, 123-131 °, 86-94 °, 213-221 ° and 336-344 °, respectively; By varying the reciprocating mass of at least one cylinder and the reciprocating pore of the remaining cylinders, the inertia forces of the primary and secondary are substantially balanced. With respect to the axis (0-180 °) corresponding to the rotation of the crankshaft, the second set of ignition intervals is mirror-symmetrical with respect to the first set of ignition intervals.

The ignition angle can significantly reduce the primary external moment, and at the same time it is possible to substantially reduce the secondary external moment, thus eliminating the need to use a secondary moment compensator conventionally used. In addition, the ignition angle distributes the H-type guiding moment with respect to the frequency with respect to the frequency of the crosshead engine, and therefore does not use the transverse top bracing of the six-cylinder engine used in the prior art. You don't have to.

For one set of selected ignition angles, the balance of primary and secondary inertia forces can be achieved by several different mass distributions. As is well known, the inertial force constitutes a vector of each cylinder at an angular position corresponding to the ignition angle of the cylinder with respect to the primary force, and corresponds to twice the ignition angle of the cylinder with respect to the secondary force. It is possible to display by the vector in the vector diagram which comprised the vector of each cylinder in the angular position. In the case of equilibrium, it is possible to add a vector to obtain a zero vector. If all the vectors have the same vector length corresponding to all cylinders of the same mass, then the length of one or more of the vectors is not increased until equilibrium is obtained with respect to the primary force (and preferably the secondary force). Can be adjusted. With regard to six-cylinder engines having six vectors in six different directions, it is apparent that it is possible to obtain an equilibrium by various combinations of vector lengths corresponding to different distributions of the mass of the cylinders. The length of the vector is directly proportional to the reciprocating mass of the cylinder.

In a preferred embodiment, the firing angles of the first to sixth cylinders are 0 °, 237 °, 110 °, 147 °, 270 ° and 20 °; The reciprocating masses of the second, fourth and sixth cylinders are 12%, 16% and 1% heavier than the reciprocating masses of the remaining cylinders, respectively. At this ignition angle, the primary moment is reduced by 90% relative to the known level, the secondary moment is reduced by 50% relative to the known level, and also the shaft vibration in one-node torsional mode. Is caused by the third force and moment of the engine, not by the sixth force and moment. This means that the speed level of the six-cylinder engine with the optimal ignition angle is not constrained, and that the engine can be operated continuously.

The embodiment of the 10-cylinder engine is characterized by the ignition angle of the first to tenth cylinders of 358-2 °, 252-256 °, 114-118 °, 227-231 °, 140-144 °, 342 °. Ignition intervals of 346 °, 80-84 °, 34-38 °, 183-187 ° and 287-291 ° or symmetrical with them 358-2 °, 254-258 °, 105-109 °, 151-155 °, Ignition intervals of 53-57 °, 211-215 °, 298-302 °, 185-189 °, 323-327 ° and 69-73 °, respectively; By varying the reciprocating mass of at least two cylinders and the reciprocating mass of the remaining cylinders, the primary and secondary inertial forces are substantially balanced.

Ignition angles of 0 °, 254 °, 114 °, 226 °, 139 °, 340 °, 81 °, 29 °, 181 °, and 280 ° to balance primary and secondary inertia forces depending only on geometry Compared to the conventional ten-cylinder engine having the ignition angle of the present invention, the torsional vibration of the crankshaft can be substantially reduced, and the torsional vibration absorber required in the conventional engine can be omitted.

In the preferred embodiment of the very low level of vibration, the ignition angles α of the 1st to 10th cylinders are respectively 0 °, 254 °, 116 °, 229 °, 142 °, 344 °, 82 °, 36 °, 185 °, and 289 °; The reciprocating masses of the 2nd, 4th, 5th, 6th, 9th and 10th cylinders are 3.0%, 3.1%, 2.8%, 0.7%, 5.0% and 4.0% more than the reciprocating mass of the remaining cylinders, respectively. It is heavy. The ignition angles of the first to tenth cylinders are 0 °, 256 °, 107 °, 153 °, 55 °, 213 °, 300 °, 187 °, 325 ° and 71 °, respectively; The reciprocating mass of the 1st, 2nd, 5th, 6th, 7th and 9th cylinders is 4.0%, 5.0%, 0.7%, 2.8%, 3.1% and 3.0% more than the reciprocating mass of the remaining cylinders, respectively. Even when weighted, the same effect is obtained.

By placing extra reciprocating mass on top of the piston and connecting rod, it is possible to provide another reciprocating mass to the heavy cylinder. For example, with respect to the piston, it is possible to arrange the mass inside the skirt portion of the piston.

In a crosshead engine, the mass can be changed by another method. For example, by forming a bore in the crosshead pin of the lighter cylinder of the cylinder and providing an extra mass relative to the crosshead structure of the heavy cylinder, the difference in the reciprocating mass of the cylinder can be provided. . Further, by forming a bore in the crosshead pin of the lighter cylinder of the cylinder, or by providing an extra mass in relation to the crosshead structure of the heavy cylinder, a difference in the reciprocating mass of the cylinder can be provided. The provision of a bore on one or both of the crosshead pin and the piston rod makes the reciprocating mass itself of the cylinder small, which is advantageous.

Hereinafter, the present invention will be described in detail by way of example with reference to the accompanying drawings.

The large two-stroke crosshead engine 1 shown in FIG. 1 has a pedestal 2 (bedplate), and the frame box 3 and the cylinder section 4 of the engine are mounted on the pedestal. In the frame box, a vertical guide surface 5 for the crosshead 6 is fixed to guide the crosshead in the transverse direction. A piston (7) is mounted in the cylinder liner (8) and is connected to the crosshead via a piston rod (9), which crosshead pin rotates to the associated connecting rod pin (11) in the crank throw of the crankshaft (12). It is fixed to the journaled connecting rod 10 in a possible state.

The distance between the centers (crankshaft radius) between the main bearing journal of the crankshaft and the connecting rod pin is denoted by the symbol R and the depth of the connecting rod is denoted by the symbol L. The crosshead is spaced apart from the main bearing journal by the vertical distance (S). The distance S changes sequentially during the reciprocating motion of the piston in the vertical direction, and as described in the literature by Taylor, the acceleration of the piston is the second derivative of S d ² s / dt ² . Can be determined.

The acceleration acts on the reciprocating motion Mr and generates an inertial force Fp, whereby a reaction force (-F _p ) in the opposite direction is generated on the pedestal 2 through the connecting rod and the crank throw. By the transmission of the force through the connecting rods arranged at an angle, the horizontal force Fg acts on the guide surface.

The reciprocating mass M _r of the cylinder includes the mass of the piston with the associated piston ring, etc., the mass of the piston rod, the mass of the crosshead structure and the mass of part of the connecting rod. Moreover, the cylinder has a rotating mass that includes the mass of the rest of the connecting rod, the mass of the crank throw and the mass of the portion of the two associated main bearing journals.

The engine can be used as a propulsion engine of a ship, in which case the engine is driven by the crankshaft 12 and connected to the propeller through a shaft device which is affected by axial and torsional vibrations from the engine. Alternatively, the engine may be used as a stationary power generation engine, in which case the crankshaft is connected to the generator. The output of the engine can vary between 2000 kW and 7000 kW, or more nominal maximum power.

In a typical engine, the bore of the cylinder bore is 60 cm and the engine output is about 12250 kW in a six cylinder type engine. For example, for such an engine, the reciprocating pore (M _r ) for a cylinder that does not contain excess mass is 5560 kg, the radius of the crankshaft (R) is 1.15 meters, and the length of the connecting rod (L) Is 2.63 meters, and the distance d between cylinders is 1.01 meters. The radius of the crankshaft, the length of the connecting rod and the distance between the cylinders are the same for all cylinders.

Tables 1 and 2 below show typical ignition angles for conventional engines and engines according to embodiments of the invention as six- and ten-cylinder engines, respectively.

Table 1

TABLE 2

In an embodiment according to the invention, the reciprocating pore M _r of each cylinder is not equivalent, but is adjusted to balance the primary and secondary inertia forces to the engine as a whole. It will be described later with reference to FIGS. 3 and 4.

The extra mass for heavier cylinders can be applied on the crosshead, for example, by fixing half the mass to each of the two crosshead shoes of the crosshead, or by using an associated crosshead shoe with an appropriate weight increase. Can be set in relation to, or crosshead. In addition, the excess mass may be disposed on the lower side of the bearing housing of the crosshead, or may be set in relation to the upper flange of the connecting rod for fixing to the bearing housing. Of course, the advantage of setting separate masses for a given engine element is that it is possible to manufacture the engine element in the usual way using a common element for all cylinders. Another method is to clamp the connecting rod using split bushings of various sizes, or to fix it inside the skirt of the piston using an annular segmented mass. The latter case is particularly effective for trunk engines.

At least part of the mass difference can be obtained by reducing the mass of the lightweight cylinder indicated by relative mass 1 in the table above. By providing a bore (especially a longitudinal center bore) in the crosshead pin, the mass can be reduced.

Another method is to reduce the mass of the piston rod by increasing the diameter of the longitudinal center bore of the piston rod. The bore is installed to supply and remove cooling oil to the piston, and the cooling oil is supplied into the piston through a through pipe coaxially inserted into the bore and returned through the annular space around the pipe. The cooling of the piston is not affected even if the flow rate on the drainage side is large. Even if the length of the piston rod is increased, the substantial mass difference can be changed by changing the diameter of the central bore, or by changing the wall thickness of the pipe inserted into the bore when the diameter of the bore is kept the same. Can be done.

The calculation of external forces, ie free forces and moments, guide forces moments of type H and type X and axial and torsional vibrations in the shaft arrangement are already known to the person skilled in the art, for example in the literature by Taylor. Chapter "Engine Balance and Vibration" (Vol. 2, pages 240-305), by Applicant, in September 1950, on the Vibration Pattern of a Two-Stroke Diesel Engine for Ships (An Introduction to Vibration Aspects of Two-stroke Diesel Engines in Ships, "and in January 1993," Vibration Characteristics of Two-stroke Low Speed Diesel Engines. "

2 shows the angular position of the crank throw 13 of a six-cylinder engine with respect to "design according to the invention" in Table 1. The number C ₁ -C ₆ of the cylinder is indicated adjacent to the crank throw, the number indication being selected in the order in which C ₁ is spaced farthest from the driven shaft. The longitudinal axis 14 of the cylinder liner 8 intersects at right angles to the longitudinal axis 15 of the crankshaft and is all in the same central plane disposed intermediate between the guide surfaces 5. As shown, the longitudinal axes of the cylinders are spaced at equal intervals (d _{ii + 1} ) in the longitudinal direction of the engine, but of course, for example, a chain wheel between cylinders in an engine with 12 cylinders. In order to make room for the wheels, at least one of the intervals may be made larger than the other intervals.

The free force or free moment from the engine is transmitted to the surrounding structure (e.g., the hull) through the mounting base of the engine and vibrates the structure. In particular, because the primary and secondary inertia forces are large, it is necessary to avoid undesired vibrations in order for the inertia forces from each cylinder to be balanced and to generate only free moments.

The primary free force constitutes a vector for each cylinder, extending in an angle corresponding to the ignition angle of the cylinder and having a length proportional to the reciprocating mass of the cylinder, in the vector diagram as shown in FIG. Can be determined. The inertial force from each cylinder is obtained by projecting the vector at right angles on the line (0-180 °). By adding the individual vectors, one can obtain a first order freedom force.

In a similar manner, by constructing a vector of a vector diagram as shown in FIG. 4 and adding the vectors, a second degree of freedom can be obtained, but in this case, the vector is at an angle corresponding to twice the ignition angle. It must be constructed. The ratio between the primary force of the cylinder and the secondary force is L / R. In this case, in the typical engine, the secondary inertia force corresponding to 44% of the primary force is generated. By adding the vectors of FIG. 3 and FIG. 4, it is possible to prevent the first and second free inertial forces from being generated for the embodiment according to the present invention at the ignition angles shown in Table 1. Corresponding to this, even in the embodiment of the 10-cylinder engine, the vector diagram can be configured so that the first and second free inertial forces do not occur.

Primary and secondary inertia forces generate primary and secondary moments. In calculating the moment, the starting point is selected so that the moment from the inertia force of each cylinder can be determined in a conventional manner. The free moment is determined by adding the moment from each cylinder.

Table 1 shows that when the vector lengths are the same, the conventional constant interval ignition produces automatically balanced first and second vectors. This is called the ignition angle of the first type.

In addition, the angle difference (α _j -α _j-1 ) between continuously ignited cylinders as shown in Table 1 has two values (30 ° and 90 °) symmetric with respect to the average ignition angle (60 °). (This means that a paired vector corresponds to a vector in an engine having a constant ignition angle). There is also a conventional engine having an uneven ignition angle. In such a conventional engine having a nonuniform ignition angle, equilibrium is automatically achieved when the vector lengths are the same. This is referred to as the second type of ignition angle, but in this case, the engine has the same reciprocating mass and has a nonuniform ignition angle selected such that the primary and secondary forces form a pop. In an engine having an ignition angle of the first or second type, the balance of primary and secondary inertia forces is achieved by the geometrical characteristics of the selected ignition angle, that is, by satisfying the following equation.

This greatly limits the possibility of reducing the selected vibration parameters by optimizing the ignition angle, and thus external vibration compensation devices such as torsion damping devices installed on the crankshaft associated with the conventional ten-cylinder engines having non-uniform ignition intervals. You need to use

The present invention provides an engine having a third type of ignition angle (i.e., an irregular but ignition angle that is optimized without any bonds for example to reduce the guiding force moment or vibration mode of the shaft). And the equilibrium of the secondary inertia force is achieved by changing the vector length, ie, the reciprocating mass M _{r of the} cylinder. In the 10-cylinder engine shown in Table 2, the critical torsional vibration of the shaft generated by the engine is small to the extent that it does not constrain the speed range of the engine, thus, it is necessary to install a torsional electric damper on the shaft as in the prior art. none.

While embodiments of the present invention have been described in detail with respect to a crosshead engine, it will be appreciated that the present invention can be applied to a trunk engine.

1 is a longitudinal sectional view of a cylinder of a two-stroke crosshead engine.

2 is a perspective view showing the angle of the crankshaft of the engine to the cranks.

3 and 4 are vector diagrams relating to the primary and secondary inertia forces, respectively.

Explanation of symbols for the main parts of the drawings

1: tandem engine 4: cylinder section

6: crosshead 7: piston

9: piston rod 10: connecting rod

12: crankshaft 13: crankshaft

α: ignition angle

Claims (12)

Having several cylinders C _i each having a piston 7 connected to an associated crank throw 13 of the crankshaft 12 common to the cylinder, the crankshaft of the crankshaft Positioned at a predetermined angular position corresponding to the ignition angle, wherein at least two of the angular differences (α _j -α _j-1 ) between the ignition angles of the continuously ignited cylinders have different sizes, wherein each cylinder is Ignition angle of a tandem engine 1, such as a ship's main engine, having a reciprocating engine component having an associated reciprocating mass M _r including at least the mass of the piston and the pore of a portion of the connecting rod. In the method of optimizing (α), Optimize the first ignition angle α in a manner that does not take into account the primary and secondary inertia forces to reduce the at least one selected vibration parameter of the engine, thereby making the primary inertia forces unbalanced, while reciprocating the cylinder If the mass (M _r ) is the same, the secondary inertia forces are also unbalanced; Subsequently, at least two reciprocating mass of the cylinder (M _r) is adjusted to be different from the reciprocating mass of the other cylinder (M _r), and the equilibrium of the optimized ignition angle and a primary inertial force, preferably a secondary A method of optimizing the ignition angle of an in-line engine, characterized in that the inertia force is also balanced. It has several cylinders (C) each having a piston connected to an associated crankshaft (13) of a crankshaft (12) common to the cylinder, the crankshaft of the crankshaft having a predetermined angle corresponding to the ignition angle of the cylinder. At least two of the angular differences (α _j -α _j-1 ) between the ignition angles of the continuously ignited cylinders are of different sizes, each cylinder having at least a position of the piston 7 In a two-stroke in-line engine (1), such as the main engine of a ship, having a reciprocating engine component having an associated reciprocating mass (M _r ) comprising a mass and a mass of a portion of the connecting rod (10). , By optimizing the ignition angle (α) to reduce the selected vibration parameter, Satisfies; By adjusting the reciprocating mass of the cylinder, Two-stroke in-line engine, characterized in that to satisfy. In a two-stroke in-line engine (1) according to claim 2, having six cylinders (C), the ignition angles of the first to sixth cylinders are 356-4 °, 233-241 °, 106-114 °, Ignition intervals of 143-151 °, 226-274 ° and 16-24 ° or symmetrical with them 356-4 °, 246-254 °, 123-131 °, 89-94 °, 213-221 °, and 336- Each having an ignition interval of 344 °; And a reciprocating mass of at least two of the cylinders and a reciprocating mass of the remaining cylinders so that the primary and secondary inertial forces are substantially flat. The ignition angles α of the first to sixth cylinders are 0 °, 237 °, 110 °, 147 °, 270 °, and 20 °, respectively; Wherein the reciprocating mass of the second, fourth and sixth cylinders is 12%, 16% and 1% heavier than the reciprocating mass of the remaining cylinders, respectively. The ignition angles α of the first to sixth cylinders are 0 °, 250 °, 127 °, 90 °, 217 °, and 340 °, respectively; Wherein the reciprocating mass of the first, third and fifth cylinders is 1%, 16% and 12% heavier than the reciprocating mass of the remaining cylinders, respectively. In a two-stroke in-line engine (1) according to claim 2, having ten cylinders (C), the ignition angle (α) of the first to tenth cylinders is 358-2 °, 252-256 °, 114-. 118 °, 227-231 °, 140-144 °, 342-346 °, 80-84 °, 34-38 °, 183-187 °, and 287-291 ° ignition interval or 358-2 ° symmetrical to it , 254-258 °, 105-109 °, 151-155 °, 53-57 °, 211- 215 °, 298-302 °, 185-189 °, 323-327 ° and 69-73 ° respectively. Has; And the primary and secondary inertial forces are substantially balanced by varying the reciprocating mass of at least two of the cylinders and the reciprocating mass of the remaining cylinders. The ignition angles α of the first to tenth cylinders are respectively 0 °, 254 °, 116 °, 229 °, 142 °, 344 °, 82 °, 36 °, 185 ° and 289 °; The reciprocating masses of the 2nd, 4th, 5th, 6th, 9th and 10th cylinders are 3.0%, 3.1%, 2.8%, 0.7%, 5.0% and 4.0% more than the reciprocating mass of the remaining cylinders, respectively. A two-stroke in-line engine characterized by becoming heavy. The ignition angle α of the first to tenth cylinders is 0 °, 256 °, 107 °, 153 °, 55 °, 213 °, 300 °, 187 °, 325 ° and 71, respectively. °; The reciprocating masses of the 1st, 2nd, 5th, 6th, 7th and 9th cylinders are 4.0%, 5.0%, 0.7%, 2.8%, 3.1% and 3.0% more than the reciprocating mass of the remaining cylinders, respectively. A two stroke tandem engine characterized by becoming heavy. The two stroke according to any one of claims 2 to 8, wherein an extra reciprocating mass of the heavy one of the cylinders is arranged on the upper end of the piston (7) and the connecting rod (10). Tandem engine. 9. The engine (1) according to any one of claims 2 to 8, wherein the engine (1) is a crosshead engine, forms a bore on a crosshead pin of a lighter cylinder of the cylinder, and a crosshead of a heavy cylinder of the cylinder. (6) The two-stroke in-line engine, wherein the difference in the reciprocating mass of the cylinder is provided by arranging extra mass in relation to the structure. 9. The engine according to any one of claims 2 to 8, wherein the engine (1) is a crosshead engine, and by employing the mass of the piston rod (9), the difference in the reciprocating mass of the cylinder is provided. 2-stroke tandem engine. 9. The engine (1) according to any one of claims 2 to 8, wherein the engine (1) is a crosshead engine, and forms a bore on a crosshead pin of a lighter cylinder of the cylinder, or a heavy cylinder of the cylinder. The two-stroke in-line engine, wherein the difference in the reciprocating mass of the cylinder is provided by arranging the extra mass in relation to the crosshead (6) structure.