KR100544573B1 - Two-stroke constant-pressure turbocharged internal combustion engine having 13 cylinders in a single row - Google Patents

Abstract

 A two-stroke constant-pressure turbocharged internal combustion engine is a scavenger equipped with 13 cylinders arranged in a row and at least one elongated scavenge air receiver. A scavenge air system. The engine has a firing sequence (n1-n13) of firing cylinders C1 to C13 of the engine so that at least the following three requirements a) to c) are satisfied;

For gas pulsation in the fourth order,

a)

For the fifth wave of gas,

b)

For gas waves in the sixth order,

c)

은 실린더 n의 점화각도(firing angle)이고, F(n)은 실린더 C1에서 F(1)=1로부터 실린더 C13에서 F(13)=-1까지의 선형(linearly) 내삽(內揷,interpolated) 하중함수(weighting function)이고, ∥은 상기 벡터의 길이를 표시한다.Where n is the cylinder number,

Is the firing angle of cylinder n, and F (n) is linearly interpolated from F (1) = 1 in cylinder C1 to F (13) =-1 in cylinder C13. Is a weighting function, where i denotes the length of the vector.

Description

Two-stroke constant-pressure turbocharged internal combustion engine having 13 cylinders in a single row}

1 is a cross-sectional view of a two-stroke engine with thirteen cylinders in accordance with the present invention.

FIG. 2 is a side view of the engine of FIG. 1. FIG.

3 is a perspective view of the crankshaft of the engine of FIG. 1.

4 is an illustration of an ignition sequence of the cylinders attached to the crankshaft of FIG. 3.

FIG. 5 illustrates various types of gas waves in the scavenge air receptor, and FIG. 6 illustrates forces that generate nick moments.

<Description of the symbols for the main parts of the drawings>

11 ... Crankshaft Journal 12 ... Bottom Plate

17 ... joint rod 19 ... exhaust gas receptor

20 ... Turbocharger 21 ... Exhaust Furnace

22 ... Turbine section 24 ... En flowway

25 ... Inlet air cooler 26 ... Small air system

27 ... small air receptors 33 ... cranks

34 ... crank arm

The present invention provides a scavenge air system comprising thirteen cylinders arranged in a row, at least one exhaust gas receiver, at least two turbochargers and at least one elongated small air receptor. A two-stroke constant pressure turbocharged internal combustion engine comprising: a cylinder, each cylinder having a scavenge air inlet connected to said small air receptor and an exhaust passage leading to at least one said exhaust gas receiver; Chargers are connected to the exhaust gas receptor on the turbine side and the scavenging system on the compressor side, the engine having a firing sequence (n1-n13) of the C1 to C13 cylinders of the engine. .

Constant pressure turbocharging of an internal combustion engine flows pulses of exhaust gases from each cylinder by passing the exhaust gases from the cylinders through the connected exhaust passage to a common exhaust receptor. It is based on the principle of this uniformity, which is an elongated vessel of sufficient volume to expand the very violent gas flow pulses from the cylinders into normal gas flow at a uniform pressure.

When the engine is under constant load, the turbine portion of the turbochargers receives exhaust gas at a constant pressure, which increases the efficiency of the turbochargers and inlet of the cylinder of the engine from the compressor portion of the turbochargers. This results in constant air inflow into the scavenging system on the side.

Pressure fluctuations in the exhaust gas acceptor result in fluctuations in the power of the turbochargers, thus being non-uniform and varied Charging air is transferred to a charging air system.

Supplying scavenge air to the inlet side of the engine affects filling the cylinders with charging air, thus affecting the combustion process in the cylinder and the power generated by the combustion. The series engine provided with the thirteen cylinders has a very long length and thus a long small air receptor. The pressure change in the charging air supplied from the turbocharger may generate a change in pressure in the scavenging receptor to some extent. However, large pressure fluctuations in the small air receptor are generated by the manner in which the cylinders consume small air and charging air from the small air receptor.

In a two-stroke in-line engine of thirteen cylinders, there is a problem that gas pressure fluctuations in at least one purge air receptor produce differences in loading the charging air into the cylinders. These differences occur between the cylinders that are spaced apart from each other and cause undesirable changes in the power generated from combustion in the cylinders, in particular affecting the control of the cylinders with respect to fuel injection.

It is an object of the present invention to minimize or prevent fluctuations in fuel injection of the engine caused by changes in filling the cylinder with the charging air when the engine is operated under constant load.

In this respect, the two-stroke constant pressure turbocharged internal combustion engine according to the present invention has thirteen cylinders with ignition sequences n1-n13 so that at least three requirements a) to c) can be met. It is characteristic to doing.

For the gas waves in the fourth order,

a)

For the fifth wave of gas,

b)

For gas waves in the sixth order,

c)

은 실린더 n의 점화각도(firing angle)이고, F(n)은 실린더 C1에서 F(1)=1로부터 실린더 C13에서 F(13)=-1까지의 선형(linearly) 내삽(內揷,interpolated) 하중함수(weighting function)이고, ∥은 상기 벡터의 길이를 가리킨다. 상기 벡터의 길이는, 사인요소(sine component)의 제곱승과 결과적인 코사인요소(cosine component)의 제곱승의 합의 제곱근으로서, 전통적 방식에 의하여 계산된다.Where n is the cylinder number

Is the firing angle of cylinder n, and F (n) is linearly interpolated from F (1) = 1 in cylinder C1 to F (13) =-1 in cylinder C13. Is a weighting function, where h indicates the length of the vector. The length of the vector is calculated by the traditional method as the square root of the sum of the squares of the sine component and the resulting square of the cosine component.

When the ignition sequence meets these requirements, the first cause of forming pressure variations in the small air receptor is minimized to a very low level, so that fuel injection into the cylinders is affected by the small air pressure variations. Do not receive. The ignition sequence that satisfies these requirements is such that the cylinders consume small air and charging air from the small air receptor in a sequence such that too large pressure fluctuations of air in the small air receptor are not generated. Brings about the fact.

In a preferred embodiment, the thirteen cylinders have ignition sequences n1-n13 so that the following requirement d) is also met.

d)

은 실린더n에 대한 점화각도이고, F(n)은 실린더 C1에서 F(1)=0 및 F(n)=F(n-1) + ((실린더Cn-1의 중앙선으로부터 실린더Cn의 중앙선까지의 거리)/실린더들간의 호칭거리(nominal distance))의 하중함수이며, ∥은 상기 벡터의 길이를 가리킨다. 상기 실린더들간의 호칭거리는 실린더들간의 체인구동이 없는 실린더들 사이의 거리이며, 전형적으로 실린더 C1 및 C2의 중앙선간의 거리이다.Where n is the number of cylinders

Is the ignition angle for cylinder n, and F (n) is F (1) = 0 and F (n) = F (n-1) + ((from cylinder Cn-1 to centerline of cylinder Cn in cylinder C1). Is the load function of the distance) / nominal distance between the cylinders, and ∥ indicates the length of the vector. The nominal distance between the cylinders is the distance between the cylinders without chain drive between the cylinders, and is typically the distance between the centerlines of the cylinders C1 and C2.

As a 13-cylinder two-stroke engine, long series engines are typically used as propulsion engines in ships. The advantage obtained by designing the ignition sequence according to the requirements a) to c) is further increased by ensuring that the requirement d) is satisfied. Moreover, requirement d) offers the advantage that the so-called nick-moment is reduced. Nick moments are the sum of the weights across the cylinders of the vertical force acting on the joint rods and the main bearings. The nick moments tend to cause undesirable vibrations in the vertical plane of the engine and the ship hull.

In another embodiment, the thirteen cylinders have an ignition sequence (n1-n13), so that the following requirement e) is also met.

e)

은 실린더n에 대한 점화각도이고, F(n)은 실린더 C1에서 F(1)=0 및 F(n)=F(n-1) + ((실린더Cn-1의 중앙선으로부터 실린더Cn의 중앙선까지의 거리)/실린더들간의 호칭거리)의 하중함수이며, ∥은 상기 벡터의 길이를 가리킨다. 상기 두 번째 순서의 닉모멘트는 이음봉들 및 주베어링들에 작용되는 두 번째 순서의 수직한 힘들의 상기 모든 실린더들에 걸친 가중의 합계이다. 이 두 번째 순서의 닉모멘트들도 바람직하지 않은 수직적인 진동들을 유발할 수 있다. 상기 필요조건 d) 및 e)를 둘 다 만족시키도록, 점화시퀀스(n1-n13)를 갖춘 13개의 실린더들을 구비한 기관을 만드는 것도 역시 가능하며, 이것은 수직적인 선체 진동에 대한 닉모멘트의 영향을 최소화 할 수 있다.Where n is the number of cylinders

Is the ignition angle for cylinder n, and F (n) is F (1) = 0 and F (n) = F (n-1) + ((from cylinder Cn-1 to centerline of cylinder Cn in cylinder C1). Distance) // nominal distance between cylinders), where ∥ indicates the length of the vector. The second order nick moment is the sum of the weights across all the cylinders of the second order vertical force acting on the joint rods and the main bearings. This second order nick moments can also cause undesirable vertical vibrations. In order to meet both the above requirements d) and e), it is also possible to make an engine with thirteen cylinders with ignition sequences (n1-n13), which affects the effect of nick moments on vertical hull vibrations. It can be minimized.

/13과 다르다는 점에서 불균등한 점화시퀀스를 사용함으로써, 상기 진동패턴을 미조정(微調整, fine-tune)하는 것도 역시 가능하다.The ignition sequence is equal in that the turning angle of the crankshaft is 360 ° / 13 between two consecutive ignitions. This fixed sized angle is used for all cylinders in the engine. If there is a particular problem in installing a particular engine, the turning angle of the crankshaft between the ignitions of at least two pairs of cylinders that are ignited continuously is 360 degrees.

It is also possible to fine-tune the vibration pattern by using an uneven ignition sequence in that it is different from / 13.

Embodiments of the embodiments of the present invention are described in more detail below with reference to the highly simplified drawings.

1 shows a cross-sectional view of a two-stroke constant pressure turbocharged internal combustion engine having thirteen cylinders and of a crosshead type. The engine may be, for example, MC or ME type manufactured by MAN B & W Diesel or Sulzer RT-flex or Sulzer RTA type manufactured by Wartslia. The cylinders may for example have a bore in the range from 60 Cm to 120 Cm, preferably from 80 Cm to 120 Cm. The engine may for example have a power in the range of 3000 kw to 8000 kw, preferably 4000 kw to 7000 kw per cylinder. Each cylinder of C1-C13 typically has a cylinder liner (1) liner arranged in line with the scavenge air port (2) at the bottom thereof and an exhaust valve (4) located at the top of the cylinder. One cylinder cover 3 is provided.

The piston 5 is mounted on the piston rod 6, which is connected to the crank pin 9 of the crankshaft 10 via the crosshead 7 and the connecting rod 8. The crankshaft journal 11 is located in a main bearing mounted on a bed-plate.

The crosshead is supported transversely by guide shoes sliding on guide planes extending vertically. The guide plates are fixed to the fixed A-frame 14 of the organ. The cylinder part 15 is mounted on top of the A-frame.

The cylinder cover 3 is fixed to the cylinder portion by cover studs 16. The joint rods 17 extend from the cylinder portion toward the bottom plate in the downward direction, and they fix the cylinder portion 15 to the bottom plate 12. Four joint rods 17 typically act on each cylinder portion, and the sum of the forces downwards from the joint rods on the cylinder cover produced by the highest pressure generated by combustion in the combustion chamber of the cylinder. Excessive upward force on the

The exhaust gas duct 18 extends from an individual cylinder in the exhaust valve region and opens into an exhaust gas receptor 19 common to a plurality of cylinders. The engine may have only one exhaust gas receptor common to all cylinders, or may be positioned end to end in extension of each other, typically two or three connected to each other via a gas flow path. A plurality of exhaust gas receptors may be provided.

The exhaust gas receptor is a pressure vessel having a circular cylindrical cross section. The exhaust gas duct 18 extends to the exhaust container 19 and transfers the exhaust gas from the attached combustion chamber when the exhaust valve is opened. In the exhaust gas receiver, pressure changes generated by the exhaust gas waves radiated from the exhaust gas ducts are equalized to equal pressure.

Four turbochargers 20 are connected to the exhaust gas receiver 19 in such a manner that the exhaust gas passes through the exhaust passage 21 and the turbine portion 22 of the turbocharger. In the charger, the turbine portion serves as a drive medium for the turbine wheel, which is mounted on the drive shaft for the compressor wheel located in the compressor portion 23 of the turbocharger. The compressor 23 is provided with compressed air through an air flow passage 24 and possibly an inlet air cooler 25 in the direction of arrow A. system).

The small air system includes an at least one inlet air arrow B to fill the inlet air chamber with at least one small air receptor 27 common to several or all cylinders and air to be consumed by the cylinder. It is provided with a flow path 28 for the individual cylinder, which connects the inlet air chamber 29 and the small air receptor, so as to flow in the direction. The small air receptor is a cylindrical pressure vessel having a circular cross section. Check valves 31 are provided at the air inlets in the lower portion of the purge air receptor 27.

The inlet air is called both small air and charging air. The inlet air is one and the same. However, in a two-stroke engine, an intake air for exhausting (cleaning) the combustion products of the combustion chamber while the exhaust valve is open is required, and air is supplied to the cylinder for the next combustion process after the exhaust valve is shut off. Inflow air is required to fill. The inlet air chamber 29 surrounds the lower part of the cylinder liner 1 together with the purge air ports 2.

During the combustion stroke of the two-stroke cycle, the piston 5 is moved downward until it is at the bottom dead center position of the cylinder liner, and at the bottom dead center, the upper surface of the piston is It is located under 2). When the piston passes through the small air ports during this downward motion, air flows from the inlet air chamber 29 into the cylinder, lowers the pressure in the chamber and leads to the cylinder 28. The pressure in the scavenge air receptor in the region close to) is further reduced.

Consumption of the air and associated pressure drop in the local area within the scavenge air receptor occurs in a flow path 28 disposed along the length of the scavenge air receptor. At a point in time that depends on the ignition sequence of the engine, the cylinders consume air sequentially. As the transfer of the inlet air to the cylinders changes for both time and place, the air in the scavenge air receptor may be varied. The natural frequency of the longitudinal gas pressure wave in the scavenge air receptor depends, among other things, on the length of the receptor.

The microgear receptor shown in FIG. 5 is common to all cylinders of the engine, which in turn extends along the total length of the engine. The lowest natural frequency for air waves in the scavenge air receptor corresponds to the so-called first mode of gas pulsations, in which pressures at the acceptor end are counterphase and maximum Rate changes occur in the middle of the receptor. The first type of gas wave is shown by the curve of FIG. 5. The second type of gas wave is shown by curve b of FIG. 5. In FIG. 5, the first type of gas wave has one node (32, node), the second type of gas wave has two node points (32), and the nodal point diagram each time the type number is increased by one One by one, and so forth.

The ability to sequentially consume the air to promote dynamic vibration of the gas in the scavenge air receptor depends on the ignition sequence of the engine and the current engine speed. Larger air pressure variations can occur if the frequency of the pressure wave matches the natural frequency of a particular type of gas wave. These undesirable variations will affect filling the cylinder, in particular the cylinder located farthest from the nodal points 32 in the associated oscillation sequence.

It is of course also possible to divide the microreceptor into several receptor moieties, arranged so that their ends are connected to each other in turn. Although this division changes the length of the individual scavenge receptors, it does not solve the problem of pressure fluctuations. Because the first such waves will still occur and the changes cannot be made uniform as in a single sweeper receptor common to all the second cylinders, the splitting will simultaneously change the amount of air delivered from each turbocharger. It can be made possible.

By selecting the ignition sequence in accordance with the requirements a) to c) above, the sequence in which the cylinders consume air from the small air receptor has been found in filling the cylinder due to the waves of the small air. The changes in are so small that they do not interfere with the adjustment in fuel setting for the cylinders.

An example of an ignition sequence that satisfies the above requirement can be given as follows.

number. Ignition Sequence of Cylinders C1 to C13

1 1 4 11 10 6 2 8 12 7 3 5 13 9

2 1 5 13 9 4 2 11 10 6 3 7 12 8

3 1 6 10 11 4 2 9 12 5 3 7 13 8

4 1 6 10 11 4 2 9 13 5 3 7 12 8

5 1 6 11 10 4 2 9 13 5 3 7 12 8

6 1 6 12 9 2 5 10 11 4 3 8 13 7

7 1 6 13 8 2 5 11 10 4 3 9 12 7

8 1 7 12 9 2 4 11 10 5 3 8 13 6

9 1 7 12 9 2 5 11 10 4 3 8 13 6

10 1 7 13 8 2 5 10 11 4 3 9 12 6

11 1 7 13 8 2 5 12 9 4 3 10 11 6

12 1 8 13 6 2 7 11 9 3 4 10 12 5

13 1 8 13 7 2 5 11 10 4 3 9 12 6

14 1 8 13 7 2 5 12 9 3 4 10 11 6

15 1 8 13 7 2 5 12 9 3 4 11 10 6

16 1 8 13 7 2 5 12 9 4 3 11 10 6

17 1 8 13 7 2 5 12 10 3 4 9 11 6

18 1 8 13 7 2 6 10 11 3 4 9 12 5

19 1 8 13 7 2 6 11 9 3 4 10 12 5

20 1 8 13 7 2 6 11 10 4 3 9 12 5

21 1 8 13 7 2 6 12 9 3 4 10 11 5

22 1 9 11 7 2 6 13 8 3 4 10 12 5

23 1 9 11 7 2 6 13 8 4 3 10 12 5

24 1 9 12 7 2 5 13 8 3 4 10 11 6

25 1 9 12 7 2 5 13 8 3 4 11 10 6

26 1 9 12 7 2 5 13 8 4 3 10 11 6

27 1 9 12 7 2 6 11 10 3 4 8 13 5

28 1 9 12 7 2 6 11 10 3 5 8 13 4

29 1 9 12 7 2 6 13 8 3 4 10 11 5

30 1 9 12 7 2 6 13 8 3 4 11 10 5

31 1 9 13 5 2 7 12 8 3 4 11 10 6

32 1 9 13 6 2 7 11 8 4 3 12 10 5

33 1 9 13 6 2 7 12 8 3 4 10 11 5

34 1 9 13 6 2 7 12 8 3 4 11 10 5

35 1 9 13 6 2 7 12 8 3 5 10 11 4

36 1 9 13 6 2 7 12 8 4 3 11 10 5

37 1 10 13 5 2 7 12 8 3 4 11 9 6

In the first ignition sequence described above, the cylinders of C1 to C13 ignite in a sequence of 1 4 11 10 6 2 8 12 7 3 5 13 9. The ignition sequence is executed in the engine by forming the crankshaft with crankthrows 33 directed along the angular pattern required to achieve the ignition sequence.

The firing sequence is determined by the design of the crankshaft. FIG. 3 illustrates a pattern required for ignition sequence No. 1, such as an even ignition sequence, that is, an ignition sequence having regular (even) angular spacing between the ignitions. Each crank throw 33 has two crank arms 34 and a crank pin 9, and the crankshaft journal 11 is coupled to the crank throw to form a complete crankshaft. The crankshaft journals are aligned in line along the centerline 35 of the crankshaft and they are supported by the main bearings in the bottom plate 12.

The distance L between the cylinders is constant over the crankshaft shown in FIG. 3. These crankshafts are for engines that are electronically controlled without a camshaft for operating fuel pumps and exhaust valves, such as engines of the ME type, which do not have a drive chain located between the cylinders. In the engine shown in Fig. 2, the drive chain is installed between the C7 and C8 cylinders, so that the distance L2 between these cylinders becomes larger than the distance L between the other cylinders.

/13으로부터 벗어나 있다는 점에서 균등하지 못한 점화시퀀스를 사용하는 것도 역시 가능하다. 단지 약간의 각도이탈이 상기 기관에서 서로 다른 진동패턴을 만들 수 있다. 이러한 불규칙한 점화시퀀스는 상기 기관의 결과적인 진동특징(resulting vibration characteristics)을 미조정(微調整, fine-tune)하는데에 유용하게될 수 있다. 상기 소기에어수용체에서의 가스파동에 대하여, 유리하게 낮은 수준의 가스파동을 얻기 위하여 중요한 것은 점화시퀀스 그 자체이며, 상기 점화시퀀스가 규칙적인지 불규칙적인지 여부가 아니다.The angles between the crankshafts 33 of the crankshaft of FIG. 3 are shown in FIG. 4. Irregular ignition sequences, ie the angular spacing between the ignitions of at least two pairs and possibly several pairs of consecutively igniting cylinders is 360

It is also possible to use unequal ignition sequences in that they deviate from / 13. Only slight deviations can produce different vibration patterns in the organ. This irregular ignition sequence It can be useful for fine-tuning the resulting vibration characteristics. With respect to gas waves in the small air receptors, it is the ignition sequence itself that is important for obtaining advantageously low levels of gas waves, and whether the ignition sequence is regular or irregular.

The calculation of whether a particular ignition sequence satisfies the individual requirements of a) to c) and the additional conditions of d) and / or e) has been developed by MAN B & W Diesel or published by Springer-Verlag Wien New York. H. Maass / H. Klier and K.e. It is usually carried out electronically by a computer program such as PROFIR developed by the program textbook disclosed in Hanfner / H Maass's "Die Verbrennungskraft maschine".

The calculation is illustrated below for the 13 cylinder engine shown in FIG. 2. The MC engine manufactured by MAN B & W Diesel, more precisely the 13K98MC engine, has a cylinder bore of 0.98m and a nominal distance of 1.75m. The total length between the vertical center lines of cylinders C1 and C13 is 22.3m, and the drive chain is located between cylinders C7 and C8. The drive chain occupies a 1.3 m distance such that the resulting distance between cylinders C7 and C8 is L2 = 3.05 m. With the first ignition sequence 1 4 11 10 6 2 8 12 7 3 5 13 9, the following values are calculated.

, 138.5

,249.2

, 27.7

, 276.9

, 110.8

, 221.5

, 166.2

, 332.3

, 83.1

, 55.4

, 193.8

및 304.6

이다.The ignition angles of C1 to C13 cylinders are: 0

, 138.5

, 249.2

, 27.7

, 276.9

, 110.8

, 221.5

, 166.2

, 332.3

, 83.1

, 55.4

, 193.8

And 304.6

to be.

For the calculation of the gas waves, for the position of the cylinder between F (1) = 1 in cylinder C1 and F (13) =-1 in cylinder C13, the following values of F (n) are linear interpolation ( linearly interpolation): F (1) = 1, F (2) = 0.84305, F (3) = 0.6861, F (4) = 0.52915, F (5) = 0.3722, F (6) = 0.2152, F (7) = 0.0583, F (8) = -0.2152, F (9) = -0.3722, F (10) =-0.5291, F (11) = -0.6861, F (12) =-0.843 and F (13 ) =-1. The position of the cylinder is calculated by dividing the distance from the cylinder C1 to the cylinder Cn in the longitudinal direction of the engine by the total distance between the centerlines of the cylinder C1 and the cylinder C13. F (n) eventually becomes equal to 1-2 × (distance from cylinder C1 to cylinder Cn) / (total distance from cylinder C1 to cylinder C13).

For the value of ωt in the vector sum of equations a) to e), the length of the vector can be calculated for the value t when 0, such that the length of the resultant vector is time independent.

For the value of the gas forces in the fourth order as defined in requirement a), the sine components multiplied by F (n) for the individual cylinders are: C1 = 0, C2 = -0.2018 , C3 = -0.6811, C4 = 0.49476, C5 = 0.17297, C6 = 0.21368, C7 = 0.01395, C8 = 0.17714, C9 = 0.34801, C10 = 0.24591, C11 = 0.45497, C12 = -0.6938, C13 = -0.6631 and the signature The sum of the elements is -0.1118.

The cosine component multiplied by F (n) of equation a) for the individual cylinders is: C1 = 1, C2 = -0.8186, C3 = 0.0827, C4 = -0.1876, C5 = 0.32956, The sum of C6 = 0.02595, C7 = -0.0566, C8 = -0.1223, C9 = 0.13198, C10 = -0.4685, C11 = 0.51355, C12 = -0.4789, C13 = 0.74851 and the cosine elements is 0.700. The resulting length of the vector is the square root of (-0.118 x -0.118 + 0.7 x 0.7) and its value is 0.71 and is much lower than 1.8. For the values of the gas forces in the fifth order specified in requirement b), the sine components multiplied by F (n) of the individual cylinders are: C1 = 0, C2 = -0.3918, C3 = 0.16419, C4 = 0.35089, C5 = -0.3063, C6 = -0.0515, C7 = 0.02709, C8 = -0.2013, C9 = 0.24681, C10 = -0.4355, C11 = 0.6811, C12 = 0.78826, C13 = -0.9927 and the signature The sum of the elements is -0.12.

The cosine component multiplied by F (n) in equation b) for the individual cylinders is: C1 = 1, C2 = 0.74648, C3 = -0.6662, C4 = -0.3961, C5 = 0.21143, C6 = -0.209, C7 = 0.05162, C8 = 0.07633, C9 = 0.27859, C10 = -0.3006, C11 = -0.0827, C12 = 0.29895, C13 = -0.1205 and the sum of the cosine elements are 0.89. The result length of the vector 0.89 is much lower than 1.8.

For the values of the sixth order of gas forces specified in requirement c), the sine components multiplied by F (n) of the individual cylinders are: C1 = 0, C2 = 0.78826, C3 = 0.56465, C4 = 0.12663, C5 = -0.2468, C6 = -0.1771, C7 = -0.0545, C8 = 0.21368, C9 = 0.08907, C10 = -03509, C11 = 0.31885, C12 = -0.8369, C13 = -0.4647 and the signature The sum of the elements is -0.0298.

The cosine component multiplied by F (n) of equation c) for the individual cylinders is: C1 = 1, C2 = -0.2989, C3 = 0.38975, C4 = -0.5138, C5 = -0.2786 , C6 = 0.12227, C7 = -0.0207, C8 = -0.0259, C9 = 0.36138, C10 = 0.39607, C11 = -0.6075, C12 = -0.1016, C13 = -0.8855 and the sum of the cosine elements is -0.46. The resulting length 0.46 of the vector is much lower than 1.8.

For the calculation of the nick moments associated with the requirements d) and e), the F (n) value is calculated in the following way: F (n) = F (n + 1) + ((cylinder { Distance from the centerline of C} _ {n-1} to the centerline of cylinder {C} _ {n} / (nominal distance between the cylinders)). The nominal distance between the cylinders is the horizontal distance between the vertical lines of two adjacent cylinders without a drive chain between the cylinders. When the engine is provided with a drive chain for the camshaft, the drive chain is typically located in the middle of the engine. The nominal distance between the cylinders, after all, can usually be defined as the distance between the cylinders at the end of the engine, such as the distance between cylinders C1 and C2. For the organ, the following values are found: F (1) = 0, F (2) = 1, F (3) = 2, F (4) = 3, F (5) = 4, F (6 ) = 5, F (7) = 6, F (8) = 7.74286, F (9) = 8.74286, F (10) = 9.74286, F (11) = 10.7429, F (12) = 11.7429 and F (13) = 12.7429.

For the value of the first moment nick moment in d), the sine factor multiplied by F (n) for the individual cylinders is: C1 = 0, C2 = 0.66312, C3 = -1.87, C4 = 1.39417, C5 = -3,9708, C6 = 4.67508, C7 = -3.9787, C8 = 1.85299, C9 = -4.063, C10 = 9.67182, C11 = 8.8412, C12 = -2.8102, C13 = -10.487 and the sign elements The sum is -0.08.

The cosine element multiplied by F (n) in equation d) for the individual cylinders is: C1 = 0, C2 = -0.7485, C3 = -0.7092, C4 = 2.65637, C5 = 0.48215, C6 = -1.773 , C7 = -4.4911, C8 = -7.5179, C9 = 7.74142, C10 = 1.17437, C11 = 6.10264, C12 = -11.402, C13 = 7.23877 and the sum of the cosine elements is −1.25. The resulting length 1.245 of the vector is much lower than 2.5.

For the value of the nick moment in the second order in requirement e), the sine element multiplied by F (n) for the individual cylinders is: C1 = 0, C2 = -0.9927, C3 = 1.32625, C4 = 2.46895, C5 = -0.9573, C6 = -3.3156, C7 = 5.95625, C8 = -3.5983, C9 = -7.1952, C10 = 2.33162, C11 = 10.0447, C12 = 5.45718, C13 = -11.915 and the sum of the sign elements -0.39.

The cosine element multiplied by F (n) of equation e) for the individual cylinders is: C1 = 0, C2 = 0.12504, C3 = -1.497, C4 = 1.70419, C5 = -3.8838, C6 = -3.7426 , C7 = 0.72322, C8 = 6.85596, C9 = 4.96651, C10 = -9.4597, C11 = -3.8095, C12 = 10.3978, C13 = -4.5187 and the sum of the cosine elements is -2.14. The resulting length of the vector is 2.718, which is much lower than 6.0.

The forces that generate the nick moment are shown in FIG. 6. When cylinders 13 perform sequential combustion, the upward force on the cylinder cover is connected between the bottom plate and the cylinder portion. Generate upward force (36) in the four joints At the same time, the main bearing associated with cylinder 13 is subjected to a thrust force 37. In other cylinders, similar forces occur when they ignite. These vertically acting forces generate so-called nick moments that act in a manner that causes vertical vibrations in the trachea and the tracheal support structure. These vertical vibrations have a negative effect, especially when the engine is the main propulsion engine in a container ship, since the nick moments cause hull vibrations, which is a very undesirable property. The engine according to the present invention has an ignition sequence that limits the size of the nick moment, so that the engine typically has a long hull and a large main engine to propel the vessel at the high speeds needed to transport expensive cargo. It is particularly suitable for use on container ships that must generate power.

Table 1 below shows the associated vibration values of some of the other ignition sequences described above. The firing sequences are numbered FS1 and the like according to the numbering of the sequences. The table shows the length of the vector according to each of the requirements a) to e).

Table 1

FS NO.    a) G4    b) G5    c) G6    d) N1    e) N2 One 0.71 0.9 0.46 1.248 2.178 3 0.26 0.95 0.56 1.049 2.004 7 0.63 0.28 0.11 0.869 1.936 12 0.89 0.35 0.19 0.917 1.303 17 0.42 0.73 0.09 0.392 2.316 24 0.39 0.81 0.68 1.154 0.438 25 0.35 0.64 0.98 0.894 0.856 29 0.39 0.63 0.48 0.864 0.046 37 0.73 0.87 0.93 0.894 2.259

Modifications of the above described embodiments are possible. It is possible to use a larger number of engine turbochargers, for example two or three turbochargers or up to eight or more turbochargers. The engine frame may be of any suitable shape and the cylinder portion may be integrated within the frame. The purge air receptor-and possibly the exhaust gas receptor can also have a cross section other than a circular cross section. The microorganism receptor may be separated into several receptors and may be 1 to 5 microorganism receptors. The small air system may include components other than the described components such as water mist collectors. The cylinders do not have to be numbered C1 at the front end of the engine and C13 at the rear end. The cylinders can be equally numbered C1 at the rear and C13 at the front. Instead of being used as a main engine in ships, the engine can be used as a fixed engine in power plants.

It is also possible to apply the criteria for the above requirements more strictly than the criteria mentioned above. For the gas pulsation, it is also possible that the requirement a) is Vgas (4) <1.2 or Vgas (4) <1.0. For the gas pulsation, requirement b) may be limited to Vgas (5) <1.2 or Vgas (5) <1.0, and for the gas pulsation requirement c) is Vgas (6) <1.2 or Vgas (6). ) <1.0. Requirement d) may be limited to Vnick (1) <1.5 or Vnick (1) <1.3 and requirement e) to Vnick (2) <3.0 or Vnick (2) <2.5. These more stringent requirements can be applied individually or in combination as required. The more stringent requirements reduce the number of ignition sequences that meet the requirements, but at the same time they allow 13 cylinders to have more desirable vibration characteristics.

In addition to solving the various problems of different filling of cylinders of the engine and the problems associated with high power engines, the engine according to the invention simultaneously solves one of the major vibration problems associated with the propulsion of container ships.

Claims (7)

Scavenging air with 13 cylinders arranged in a row, at least one exhaust gas receiver, at least two turbochargers and at least one elongated scavenge air receiver. Iii) a scavenge air system, each cylinder having a scavenge air inlet connected to said small air receptor and an exhaust passage leading to said at least one exhaust gas receiver; In a two-stroke constant pressure turbocharged internal combustion engine having a firing sequence (n1-n13) of C1-C13 cylinders, connected to the exhaust gas receptor on the turbine side and to the scavenging system on the compressor side, The thirteen cylinders have an ignition sequence (n1-n13) such that at least the following three requirements a) to c) are satisfied, For the gas waves in the fourth order, a)

For the fifth wave of gas, b)

For gas waves in the sixth order, c)

Where n is the cylinder number,

Is the firing angle of cylinder n, and F (n) is linearly interpolated from F (1) = 1 in cylinder C1 to F (13) =-1 in cylinder C13. A two-stroke constant pressure supercharged internal combustion engine, characterized in that a weighting function, ∥indicate the length of the vector. The method of claim 1, The thirteen cylinders have ignition sequences n1-n13 to satisfy the following requirement d), d)

Where n is the number of cylinders

Is the ignition angle for cylinder n and F (n) is F (1) = 1 and F (n) = F (n-1) + ((from cylinder Cn-1 to centerline of cylinder Cn in cylinder C1). Is a load function of the distance) / nominal distance between cylinders, ∥ is the two-stroke constant pressure turbocharged internal combustion engine, characterized in that it represents the length of the vector. The method of claim 1, The thirteen cylinders have ignition sequences n1-n13 to satisfy the following requirement e) e)

Where n is the number of cylinders

Is the ignition angle for cylinder n, and F (n) is F (1) = 1 and F (n) = F (n-1) + ((from cylinder Cn-1 to centerline of cylinder Cn in cylinder C1). Distance) / nominal distance between cylinders), ∥ is a two-stroke constant pressure supercharged internal combustion engine, characterized in that the length of the vector indicating. The method according to any one of claims 1 to 3, The ignition sequence is selected from the group consisting of the following 1 to 37 ignition sequences.  number. Ignition Sequence of Cylinders C1 to C13 1 1 4 11 10 6 2 8 12 7 3 5 13 9 2 1 5 13 9 4 2 11 10 6 3 7 12 8 3 1 6 10 11 4 2 9 12 5 3 7 13 8 4 1 6 10 11 4 2 9 13 5 3 7 12 8 5 1 6 11 10 4 2 9 13 5 3 7 12 8 6 1 6 12 9 2 5 10 11 4 3 8 13 7 7 1 6 13 8 2 5 11 10 4 3 9 12 7 8 1 7 12 9 2 4 11 10 5 3 8 13 6 9 1 7 12 9 2 5 11 10 4 3 8 13 6 10 1 7 13 8 2 5 10 11 4 3 9 12 6 11 1 7 13 8 2 5 12 9 4 3 10 11 6 12 1 8 13 6 2 7 11 9 3 4 10 12 5 13 1 8 13 7 2 5 11 10 4 3 9 12 6 14 1 8 13 7 2 5 12 9 3 4 10 11 6 15 1 8 13 7 2 5 12 9 3 4 11 10 6 16 1 8 13 7 2 5 12 9 4 3 11 10 6 17 1 8 13 7 2 5 12 10 3 4 9 11 6 18 1 8 13 7 2 6 10 11 3 4 9 12 5 19 1 8 13 7 2 6 11 9 3 4 10 12 5 20 1 8 13 7 2 6 11 10 4 3 9 12 5 21 1 8 13 7 2 6 12 9 3 4 10 11 5 22 1 9 11 7 2 6 13 8 3 4 10 12 5 23 1 9 11 7 2 6 13 8 4 3 10 12 5 24 1 9 12 7 2 5 13 8 3 4 10 11 6 25 1 9 12 7 2 5 13 8 3 4 11 10 6 26 1 9 12 7 2 5 13 8 4 3 10 11 6 27 1 9 12 7 2 6 11 10 3 4 8 13 5 28 1 9 12 7 2 6 11 10 3 5 8 13 4 29 1 9 12 7 2 6 13 8 3 4 10 11 5 30 1 9 12 7 2 6 13 8 3 4 11 10 5 31 1 9 13 5 2 7 12 8 3 4 11 10 6 32 1 9 13 6 2 7 11 8 4 3 12 10 5 33 1 9 13 6 2 7 12 8 3 4 10 11 5 34 1 9 13 6 2 7 12 8 3 4 11 10 5 35 1 9 13 6 2 7 12 8 3 5 10 11 4 36 1 9 13 6 2 7 12 8 4 3 11 10 5 37 1 10 13 5 2 7 12 8 3 4 11 9 6 A two-stroke static pressure internal combustion engine characterized by the above. The method according to any one of claims 1 to 3, The firing sequence is such that the turning angle of the crankshaft between ignitions of two consecutive cylinders is 360

A two-stroke constant pressure turbocharged internal combustion engine characterized in that it is equal in that / 13. The method according to any one of claims 1 to 3, Wherein the ignition sequence is uneven in that the ignition angle of the crankshaft differs from 360 ° / 13 between ignition of at least two pairs of cylinders that are continuously ignited. The method according to any one of claims 1 to 3, The engine is a two-stroke constant pressure supercharged internal combustion engine, characterized in that the main propulsion engine in the container ship.

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