KR100563111B1 - Reciprocating piston combustion engine - Google Patents

Abstract

The reciprocating piston combustion engine, which may be self-ignited or provided with a spark ignition device, has 14 (14 straight) cylinders arranged in series. The firing sequence from cylinder number 1 to cylinder number 7 is that one cylinder and / or two cylinders and / or three cylinders sequentially, or partially with each other, or with each other, and partially next to each other in groups do. Cylinder numbers start sequentially at either end of the cylinder row of engines.

Self-ignition, spark ignition, reciprocating piston combustion engine, cylinder

Description

Reciprocating Piston Combustion Engine {RECIPROCATING PISTON COMBUSTION ENGINE}

1 to 44 are schematic views of a crank star for a particularly preferred firing sequence according to the invention.

The invention relates in particular to a reciprocating piston combustion engine in which fourteen cylinders are arranged in a row on a low speed two-stroke diesel engine.
Low speed diesel engines are, in general, large diesel engines with a power of thousands PS per cylinder. These engines are, for example, used in ships as so-called stationary engines that drive generators to produce electric power. Low speed engines have a rotational speed range of about 20 to 250 rpm.

In diesel engines of this type, it is important to suppress vibrations caused by forces and moments generated by the engine within a certain range. In this way, the mechanical load of the engine itself is reduced, and the operating life of the engine is increased. In addition, vibrations generated by engines and engine moments in power plants and ships can be very disturbing. Significant obstacle parameters include:

Mechanical balance, i.e. external and internal forces and moments arising from the vibration and rotational mass of the engine. Inadequate mechanical balance of the engine results in unacceptable vibrations about the transverse and vertical axes of the engine, resulting in unacceptable vibrations in buildings or ships.

Transverse forces and moments generated by transverse forces and transverse moments, ie gas and inertial forces acting on the crosshead in the transverse direction; The lateral force and the lateral moment vibrate the engine about its longitudinal axis and torsionally vibrate the engine block between the two front and rear ends.

Torsional vibrations in the crankshaft or crankshaft and shafts coupled thereto, caused by harmonic and tangential gas and inertial forces acting on the crankshaft; Torsional vibrations are inevitably excited in the stroke of the crankshaft, torsional vibrations throughout the crankshaft and shaft train, and can cause unacceptable torsional vibrations and torsional stresses in the drive system / output driveshaft system.

Axial vibration of the crankshaft or shafts coupled with the crankshaft, generated by coordination and radial and tangential gas and inertial forces acting on the crankshaft. These vibrations may cause unacceptable axial vibrations in the crankshaft in an undesired ignition sequence, thus causing vibrations that interfere with the engine of the building or ship.

The dynamic forces of the main bearing due to the superposition of gas and inertial forces are affected by torsion and axial vibration. Too high a bearing force can damage the bearing.

Indeed, it is important to design diesel engines so that a good compromise can be obtained between the sources of force, vibration and moment and the most important source of disturbance.

The design measures for preventing the above mentioned types of obstacles are limited simply because of the cost. As an additional measure, selecting the ideal ignition order of the engine has proved to be a better means to improve the vibration characteristics of the engine.

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In the invention, the reciprocating piston combustion engine according to the invention is characterized in that it is described in the characterizing part of independent claim 1. In the present specification, a cylinder group may include one cylinder, two cylinders or three cylinders. All of the dependent claims relate to particularly preferred embodiments of the invention. By preferably selecting the ignition order of the cylinders, it is possible to significantly improve the operation of the engine at low cost. For example, depending on the intended purpose of the engine, it is possible to find the optimum condition among the critical disturbance parameters of the engine in that some disturbance parameters are compensated somewhat.
Practical requirements of a two-stroke diesel engine with 14 cylinders according to the present invention may be, for example, as follows.

Mechanical balance, ie external inertia forces and moments, should be at least calibrated or better calibrated than a straight two-stroke diesel engine with nine cylinders of the same type of structure and dimensions; The transverse forces and transverse moments of the three to eight cylinders must be the same or less than the tandem two-stroke diesel engine with twelve cylinders of the same type of construction and dimensions; The internal moment of inertia must be smaller than, or at least equally as low as, an engine with twelve cylinders; Torsional vibration should be as low as possible so that the engine can be operated without additional torsion damping devices; Axial oscillations with low amplitudes, for example less than 1 mm to approximately 2 mm, beyond the free end and so that the forces on the thrust bearings on the output drive side of the engine are limited. Depending on your preference or application, the engine designer may prefer one order or the other to ignite the cylinders.

In a two-stroke diesel engine with 14 cylinders according to the present invention, assuming that the stroke of the crank is distributed evenly over 360 °, theoretically 60 million ignition sequences are possible. If symmetry is omitted, there are still tens of millions of possible firing sequences. Further, when these cranks are not uniform, the crank strokes are arranged at different angles to infinity.

In general, in numbering the cylinders in the ignition order, the order of the cylinders is always numbered in the opposite direction of rotation, i.e. in engines rotating clockwise, the cylinders are numbered counterclockwise or counted. On the contrary, in an engine that rotates counterclockwise, numbers are counted or counted clockwise.

In Figures 1 to 44, a particularly useful ignition sequence according to the invention is schematically illustrated as a crank star (a series of cranks schematically illustrated for the sake of understanding). An odd numbered figure (i.e., FIG. 1, FIG. 3, etc. ... up to FIG. 43) is for example 14 cylinders in which the cylinders are numbered consecutively and the cylinder indicated by 1 is located on the output drive side. It relates to an engine such as a two-stroke diesel engine provided with. The even-numbered figures (ie, FIGS. 2, 4, etc.... Up to FIG. 44) are for example 14 in which the cylinders are numbered consecutively and the cylinder indicated by 1 is located on the opposite side of the output drive side. An engine such as a two-stroke diesel engine having two cylinders.

The reciprocating piston combustion engine, which may be self-ignited or with a spark ignition device, has 14 (14 in series) cylinders arranged in series. The ignition sequence for cylinder numbers 1 to 7 is: a) 1 cylinder, 2 cylinders and 3 cylinder groups, b) 1 cylinder and 2 cylinder groups, c) 1 cylinder and 3 cylinder groups, d ) One of two cylinders and three cylinder groups is grouped and sequentially ignited (of course, cylinders belonging to the same group are also sequentially fired). Cylinder numbers start sequentially at one of the two ends of the cylinder row of engines.
Further, in the two-stroke reciprocating piston combustion engine of the present invention, when the cylinders are numbered sequentially starting from the output drive side, the ignition order of the 14 cylinders counterclockwise from the output drive side is one of the following,
1/9/13/8/4/3/11/12/7/2/5/14/10/6 (Figure 1) or
1/6/10/14/5/2/7/12/11/3/4/8/13/9 (Fig. 3) or
1/9/13/8/5/2/11/12/7/3/4/14/10/6 (Fig. 5) or
1/6/10/14/4/3/7/12/11/2/5/8/13/9 (Fig. 7) or
1/6/10/14/4/3/7/11/12/2/5/8/13/9 (Fig. 9) or
1/9/13/8/5/2/12/11/7/3/4/14/10/6 (Fig. 11) or
1/5/9/14/6/2/7/10/13/4/3/8/11/12 (Fig. 13) or
1/12/11/8/3/4/13/10/7/2/6/14/9/5 (Fig. 15) or
1/6/10/14/3/4/7/12/11/2/5/8/13/9 (Fig. 17) or
1/9/13/8/5/2/11/12/7/4/3/14/10/6 (Fig. 19) or
1/5/9/14/6/2/7/10/13/4/3/8/11/12 (Fig. 21) or
1/12/11/8/3/4/13/10/7/2/6/14/9/5 (FIG. 23) or
1/6/13/11/4/3/7/14/9/2/5/10/12/8 (Figure 25) or
1/8/12/10/5/2/9/14/7/3/4/11/13/6 (Figure 27) or
1/6/12/11/5/3/7/14/9/2/4/13/8/10 (Fig. 29) or
1/10/8/13/4/2/9/14/7/3/5/11/12/6 (Fig. 31) or
1/6/12/11/5/3/7/14/9/2/4/13/8/10 (Fig. 33) or
1/10/8/13/4/2/9/14/7/3/5/11/12/6 (Fig. 35) or
1/6/13/11/2/7/5/14/9/3/4/10/12/8 (Figure 37) or
1/8/12/10/4/3/9/14/5/7/2/11/13/6 (Figure 39) or
1/6/12/10/7/3/5/14/11/2/4/9/13/8 (Fig. 41) or
1/8/13/9/4/2/11/14/5/3/7/10/12/6 (Figure 43)
Alternatively, when the cylinders are numbered sequentially starting from the opposite side of the output drive side, the ignition order of the fourteen cylinders in the counterclockwise direction from the output drive side is one of the following:
1/5/9/14/6/2/7/11/12/4/3/8/13/10 (Fig. 2) or
1/10/13/8/3/4/12/11/7/2/6/14/9/5 (Figure 4) or
1/5/9/14/6/2/7/10/13/4/3/8/12/11 (Fig. 6) or
1/11/12/8/3/4/13/10/7/2/6/14/9/5 (Fig. 8) or
1/11/12/8/4/3/13/10/7/2/6/14/9/5 (Figure 10) or
1/5/9/14/6/2/7/10/13/3/4/8/12/11 (Fig. 12) or
1/9/13/8/5/2/11/12/7/4/3/14/10/6 (Fig. 14) or
1/6/10/14/3/4/7/12/11/2/5/8/13/9 (Fig. 16) or
1/12/11/8/3/4/13/10/7/2/6/14/9/5 (Figure 18) or
1/5/9/14/6/2/7/10/13/4/3/8/11/12 (Fig. 20) or
1/9/13/8/5/2/11/12/7/4/3/14/10/6 (Fig. 22) or
1/6/10/14/3/4/7/12/11/2/5/8/13/9 (Fig. 24) or
1/6/13/10/5/3/7/14/9/2/4/11/12/8 (Figure 26) or
1/8/12/11/4/2/9/14/7/3/5/10/13/6 (Fig. 28) or
1/6/13/11/2/7/5/14/9/3/4/10/12/8 (Fig. 30) or
1/8/12/10/4/3/9/14/5/7/2/11/13/6 (Fig. 32) or
1/6/13/11/2/7/5/14/9/3/4/10/12/8 (Fig. 34) or
1/8/12/10/4/3/9/14/5/7/2/11/13/6 (Figure 36) or
1/6/12/11/5/3/7/14/9/2/4/13/8/10 (Fig. 38) or
1/10/8/13/4/2/9/14/7/3/5/11/12/6 (Fig. 40) or
1/4/13/11/6/2/7/14/9/3/5/8/12/10 (Figure 42) or
1/10/12/8/5/3/9/14/7/2/6/11/13/4 (FIG. 44).
Further, in the two-stroke reciprocating piston combustion engine of the present invention, the difference in the rotation angles of the crankshaft strokes for the cylinders which are sequentially ignited with each other is at least approximately 360 ° / 14.
Further, in the two-stroke reciprocating piston combustion engine of the present invention, the difference in the rotation angles of the crankshaft strokes for the cylinders sequentially ignited with each other is in the range of 0 ° to 2 x 360 ° / 14.

According to the present invention having the configuration as described above, it is possible to improve the vibration characteristics of the engine at low cost by preferably selecting the ignition order of the cylinders.

Claims (4)

As a two-stroke reciprocating piston combustion engine, in particular a low speed two-stroke diesel engine, 14 cylinders are arranged in series, The crankshaft of the engine, The ignition sequence of cylinders 1-7 is ignited with 1 cylinder, 2 cylinders and 3 cylinder groups, and between the cylinder groups selected from cylinders 1-7, one of cylinders 8-14 A single cylinder or two cylinders or three cylinders are designed to ignite, the cylinders being numbered sequentially starting from one of both ends of the cylinder row of the engine; or, The firing sequence of cylinders 1 to 7 is ignited with one cylinder and two cylinder groups, and between the cylinder groups selected from cylinders 1-7, one single cylinder or two of cylinders 8-14 Cylinders or three cylinders are designed to ignite, the cylinders being numbered sequentially starting from one of both ends of the cylinder row of the engine; or, The ignition sequence of cylinders 1 to 7 is ignited with one cylinder and three cylinder groups, and between the cylinder groups selected from cylinders 1 to 7, a single cylinder of cylinders 8 to 14 or 2 Three cylinders or three cylinders are designed to ignite, the cylinders being numbered sequentially starting from one of both ends of the cylinder row of the engine; or, The ignition sequence of cylinders 1-7 is ignited by 2 cylinders and 3 cylinder groups, and between the cylinder groups selected from cylinders 1-7, one single cylinder of cylinders 8-14 or 2 Three cylinders or three cylinders are designed to ignite, the cylinders being numbered sequentially starting from one of both ends of the cylinder row of the engine Two-stroke reciprocating piston combustion engine. The method of claim 1, When the cylinders are numbered sequentially starting from the output drive side, the ignition order of the 14 cylinders in the counterclockwise direction from the output drive side is one of the following, 1/9/13/8/4/3/11/12/7/2/5/14/10/6 (Figure 1) or 1/6/10/14/5/2/7/12/11/3/4/8/13/9 (Fig. 3) or 1/9/13/8/5/2/11/12/7/3/4/14/10/6 (Fig. 5) or 1/6/10/14/4/3/7/12/11/2/5/8/13/9 (Fig. 7) or 1/6/10/14/4/3/7/11/12/2/5/8/13/9 (Fig. 9) or 1/9/13/8/5/2/12/11/7/3/4/14/10/6 (Fig. 11) or 1/5/9/14/6/2/7/10/13/4/3/8/11/12 (Fig. 13) or 1/12/11/8/3/4/13/10/7/2/6/14/9/5 (Fig. 15) or 1/6/10/14/3/4/7/12/11/2/5/8/13/9 (Fig. 17) or 1/9/13/8/5/2/11/12/7/4/3/14/10/6 (Fig. 19) or 1/5/9/14/6/2/7/10/13/4/3/8/11/12 (Fig. 21) or 1/12/11/8/3/4/13/10/7/2/6/14/9/5 (FIG. 23) or 1/6/13/11/4/3/7/14/9/2/5/10/12/8 (Figure 25) or 1/8/12/10/5/2/9/14/7/3/4/11/13/6 (Figure 27) or 1/6/12/11/5/3/7/14/9/2/4/13/8/10 (Fig. 29) or 1/10/8/13/4/2/9/14/7/3/5/11/12/6 (Fig. 31) or 1/6/12/11/5/3/7/14/9/2/4/13/8/10 (Fig. 33) or 1/10/8/13/4/2/9/14/7/3/5/11/12/6 (Fig. 35) or 1/6/13/11/2/7/5/14/9/3/4/10/12/8 (Figure 37) or 1/8/12/10/4/3/9/14/5/7/2/11/13/6 (Figure 39) or 1/6/12/10/7/3/5/14/11/2/4/9/13/8 (Fig. 41) or 1/8/13/9/4/2/11/14/5/3/7/10/12/6 (Figure 43) Alternatively, when the cylinders are numbered sequentially starting from the opposite side of the output drive side, the ignition order of the fourteen cylinders in the counterclockwise direction from the output drive side is one of the following: 1/5/9/14/6/2/7/11/12/4/3/8/13/10 (Fig. 2) or 1/10/13/8/3/4/12/11/7/2/6/14/9/5 (Figure 4) or 1/5/9/14/6/2/7/10/13/4/3/8/12/11 (Fig. 6) or 1/11/12/8/3/4/13/10/7/2/6/14/9/5 (Fig. 8) or 1/11/12/8/4/3/13/10/7/2/6/14/9/5 (Figure 10) or 1/5/9/14/6/2/7/10/13/3/4/8/12/11 (Fig. 12) or 1/9/13/8/5/2/11/12/7/4/3/14/10/6 (Fig. 14) or 1/6/10/14/3/4/7/12/11/2/5/8/13/9 (Fig. 16) or 1/12/11/8/3/4/13/10/7/2/6/14/9/5 (Figure 18) or 1/5/9/14/6/2/7/10/13/4/3/8/11/12 (Fig. 20) or 1/9/13/8/5/2/11/12/7/4/3/14/10/6 (Fig. 22) or 1/6/10/14/3/4/7/12/11/2/5/8/13/9 (Fig. 24) or 1/6/13/10/5/3/7/14/9/2/4/11/12/8 (Figure 26) or 1/8/12/11/4/2/9/14/7/3/5/10/13/6 (Fig. 28) or 1/6/13/11/2/7/5/14/9/3/4/10/12/8 (Fig. 30) or 1/8/12/10/4/3/9/14/5/7/2/11/13/6 (Fig. 32) or 1/6/13/11/2/7/5/14/9/3/4/10/12/8 (Fig. 34) or 1/8/12/10/4/3/9/14/5/7/2/11/13/6 (Figure 36) or 1/6/12/11/5/3/7/14/9/2/4/13/8/10 (Fig. 38) or 1/10/8/13/4/2/9/14/7/3/5/11/12/6 (Fig. 40) or 1/4/13/11/6/2/7/14/9/3/5/8/12/10 (Figure 42) or 1/10/12/8/5/3/9/14/7/2/6/11/13/4 (Figure 44) Two-stroke reciprocating piston combustion engine. The method according to claim 1 or 2, A two-stroke reciprocating piston combustion engine whose difference in rotational angles of the crankshaft strokes for the cylinders that are sequentially ignited with each other is at least 360 ° / 14. The method according to claim 1 or 2, Two-stroke reciprocating piston combustion engines in which the angle of rotation of the crankshaft strokes for the cylinders, which are sequentially ignited, ranges from 0 ° to 2 x 360 ° / 14.

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