KR100864295B1 - Two-stroke turbocharged internal combustion engine having 15 cylinders in a single row - Google Patents

Abstract

A two-stroke internal combustion engine is disclosed having a single row of fifteen cylinders and a crankshaft. The combustion sequence n1-n15 of the engine cylinders C1 to C15 is

a) 1 3 12 14 7 4 5 10 15 8 2 6 9 13 11

b) 1 4 12 14 7 2 6 11 13 8 3 5 10 15 9

c) 1 4 12 15 6 2 7 10 13 8 3 5 11 14 9

d) 1 5 12 13 7 3 6 10 14 9 2 4 11 15 8

e) 1 5 12 13 7 3 6 9 14 10 2 4 11 15 8

f) 1 5 12 13 8 3 4 11 15 6 2 7 10 14 9

g) 1 5 12 13 8 3 4 11 15 7 2 6 10 14 9

h) 1 5 12 13 8 4 3 11 15 7 2 6 10 14 9

I) 1 5 12 14 6 3 7 9 13 10 2 4 11 15 8

j) 1 5 13 12 7 3 6 10 14 9 2 4 11 15 8

k) 1 5 13 12 8 4 3 11 15 7 2 6 10 14 9

l) 1 6 11 13 9 2 4 12 14 7 3 5 10 15 8, the cylinder C1 may be located at one or the other of the two ends of the engine, the cylinder C15 being opposite to the cylinder C1 Located at the end of the engine, the cylinders C2 to C14 are numbered consecutively along the length of the engine in the direction from the cylinder C1 to the cylinder C15, and the direction of rotation of the engine can be one direction or another direction of rotation.

Description

Two-stroke turbocharged internal combustion engine having 15 cylinders in a single row

The present invention relates to a two-stroke internal combustion engine having 15 cylinders in a single row and a crankshaft, which internal combustion engine has a combustion sequence (n1-n15) of engine cylinders C1 to C15.

It has been proposed to provide a firing sequence 1 8 15 11 4 2 9 13 10 6 3 7 14 12 5 with 15 cylinder engines. The combustion sequence of the engine is important for the vibration characteristics of the engine system. Mainly related to vibrations are external unbalanced moments, guiding force moments, torsional vibrations in the shafting system and axial vibrations in the shaft system.

Vibration is caused to a large extent by the inertia of the moving mass and the force of the gas on the pistons when the engine is running. These forces on the individual pistons change over time during one revolution of the engine. In addition, all pistons with associated moving parts, such as piston rods, crossheads, connecting rods and crankshaft throws, in the engine, consequently contribute to the pattern of vibration. The individual pistons have a specific position in the engine, for example cylinder no. It is the same as 4 (the cylinder is thus called 4) and this position is fixed for a given engine. However, the mutual timing of the pistons' movements can be varied by changing the combustion sequence at the engine design stage. The combustion sequence determines when a given cylinder should be burned during one engine revolution for every cylinder in the engine.

Computer programs have been developed to calculate the possible combustion sequences. These computer programs are based on trial and error calculations, where different uniform combustion sequences are calculated in turn, and for each combustion sequence a vector summation is calculated for the contribution of the forces from all cylinders. . For in-line two-stroke engines of up to 12 cylinders, these programs could cope with the amount of computation that must be performed. However, when the number of cylinders is increased, it is gradually difficult to perform the calculation.

For an engine with 15 cylinders, the number of possible even combustion sequences is about 87,000,000,000, and even for the most powerful current computer, a complete calculation cannot be performed within an acceptable time period. Eventually a choice is made from a huge range of possibilities.

It is an object of the present invention to improve vibration conditions in a 15 cylinder in-line engine.

In view of the above, a two-stroke internal combustion engine having fifteen cylinders consists of three parts in which the crankshaft extends and is assembled in accordance with a first aspect of the invention, wherein the first of the three parts The crankshaft portion is associated with a first plurality of cylinders comprising an engine cylinder C1, and the second crankshaft portion of the three portions is a second plurality of engine cylinders comprising an engine cylinder C8. , The third crankshaft portion of the three portions is associated with a third plurality of engine cylinders having an engine cylinder (C15), the combustion sequence (n1-n15) of 15 cylinders At least five groups of different cylinders are included:

1) a first group of only two consecutive combustion cylinders from said first plurality of engine cylinders,

2) a second group of only two consecutive combustion cylinders from a single one of said first plurality of engine cylinders, said second plurality of engine cylinders, or said third plurality of engine cylinders,

3) a third group of only two consecutive combustion cylinders from a single one of said first plurality of engine cylinders, said second plurality of engine cylinders, or said third plurality of engine cylinders,

4) only two consecutive combustion cylinders from a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders, or

Three consecutive combustion cylinders, wherein the first and third combustion cylinders are from the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders, A second group of three consecutive combustion cylinders, the second combustion cylinder being from a plurality of engine cylinders such as the first and third combustion cylinders or from one of the other plurality of cylinders, and

5) only two consecutive combustion cylinders from a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders, or

Three consecutive combustion cylinders, wherein the first and third combustion cylinders are a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders. A fifth of three consecutive combustion cylinders, wherein the second combustion cylinder is from a plurality of engine cylinders, such as the first and third combustion cylinders, or from one of the other plurality of cylinders. group.

Dividing the crankshaft into three parts has a significant impact on the engine's vibrational behavior because the distance between the cylinders in the engine is large at the split position of the crankshaft. Large distances are needed to make room for the double main bearings between the assembly flange and neighboring cylinders. The distance added can amount to, for example, about 70% of the normal distance between the cylinders. The result of dividing the crankshaft is disadvantageous as the overall length of the engine is consequently increased. With the crankshaft divided into three, two dividers cause an increase in engine length corresponding to one cylinder.

The combustion sequence according to the first aspect of the invention comprises at least three groups of two consecutive combustion cylinders and possibly one or two groups of three consecutive combustion cylinders or at least two consecutive combustions. It appears to include one or two other groups of cylinders. Ten to twelve of the fifteen cylinders are thus clearly grouped, and only very few of the possible even combustion sequences for the fifteen cylinder engine will represent this grouping of cylinders. When a particular engine is configured, since the calculation can be carried out only on the basis of the combustion sequence which performs the grouping of the aforementioned cylinders, the acceptable combustion sequence can be found continuously by calculation. It is thus possible to find the optimal combustion sequences for any particular application.

It is surprising that the combustion sequences found by the applicants with the above mentioned group barking have been found to have acceptable vibration levels. Some of the combustion sequences require the use of vibration dampers to counteract and / or dampen one of the vibration modes, while others do not require that, but all of them are used in actual engines. Seems appropriate.

In one embodiment, the first plurality of engine cylinders associated with the first crankshaft portion consists of engine cylinders C1 to C5; The second plurality of engine cylinders associated with the second crankshaft portion consists of cylinders C11 to C15; And the third group of only two consecutive combustion cylinders is from a second plurality of engine cylinders, or from a third plurality of engine cylinders. In this embodiment, the three parts of the crankshaft are associated with the same number of engine cylinders of the engine cylinders, ie five cylinders each, and up to two groups of consecutive combustion cylinders are all first plurality of engines. From cylinders.

In another embodiment of the invention, the first plurality of engine cylinders associated with the first crankshaft portion consists of engine cylinders C1 to C6; The second plurality of engine cylinders associated with the second crankshaft portion consists of engine cylinders C7 to C11; The third plurality of engine cylinders associated with the third crankshaft portion consists of engine cylinders C2 to C15; And the third group of two consecutive combustion cylinders is from a first plurality of engine cylinders, or from a third plurality of engine cylinders. By this grouping, up to three groups of consecutive combustion cylinders were all from the first plurality of engine cylinders, and the crankshaft was divided into unequal lengths with the longest part associated with the cylinder C1. When C1 is located at the free end of the engine (as opposed to the connection to the driven shaft), this means that the heaviest loaded part of the crankshaft has the longest length and the third heaviest loaded crankshaft. The part has the advantage of having the shortest length. The more heavily loaded third crankshaft portion can thus be given a larger shaft thickness without being heavier than the first crankshaft portion.

Preferably, the second group is two consecutive combustion cylinders from the first plurality of engine cylinders or the second plurality of engine cylinders. Of these two plurality of engine cylinders, it is preferred that the second group be from the first plurality of engine cylinders.

When the crankshaft is divided into a cylinder ratio of 6-5-4 as indicated above, the fifth group is three consecutive combustion cylinders from the first plurality of engine cylinders, or the second plurality of cylinders. A combustion sequence consisting of three consecutive combustion cylinders from four engine cylinders can be used.

If the combustion sequence has or does not have a single pair of successive combustion cylinders from the second plurality of engine cylinders, it is preferred that the combustion sequence comprises a fourth group, in which the first group And the third combustion cylinder is from the second plurality of engine cylinders and the second combustion cylinder is from the first plurality of engine cylinders or from the third plurality of combustion cylinders. In this way the combustion sequence is relatively well balanced despite the absence of a pair of consecutive combustion cylinders from the second plurality of engine cylinders.

In another embodiment, the fourth group is a second plurality of engine cylinders or two consecutive combustion cylinders from the third plurality of engine cylinders. This feeds a much larger number of two consecutive combustion cylinders from the plurality of cylinders into the combustion sequence, and also improves the operating conditions of the engine.

In one embodiment, the fifth group has three consecutive combustion cylinders, one or two of which are from a second plurality of engine cylinders. The details of this combustion sequence are particularly useful when different groups of combustion sequences have three or four pairs of continuous combustion cylinders from the first plurality of engine cylinders and the third plurality of engine cylinders.

In order to reduce the vibration level, the fifth group preferably has two consecutive combustion cylinders from the third plurality of engine cylinders. By this grouping, there are several groups of two cylinders from two end crankshaft parts (first and third parts). This provides a balanced distribution of forces acting on the engine piston.

In a preferred embodiment, the first six cylinders of the combustion sequence are two cylinders from a first plurality of engine cylinders, two cylinders from a third plurality of engine cylinders, and then One cylinder from the second plurality of engine cylinders, one cylinder from the next first plurality of engine cylinders. This pattern of combustion results in low vibration levels.

In another preferred embodiment, due to the low level of resulting vibration, the first two cylinders of the combustion sequence are two cylinders from the first plurality of engine cylinders, and the last five cylinders of the combustion sequence, Two cylinders from the first plurality of engine cylinders, one cylinder from the second plurality of engine cylinders, one cylinder from the next third plurality of engine cylinders, the next second Is one cylinder from a plurality of engine cylinders.

In another embodiment, there are at most two groups with two consecutive combustion cylinders from the first plurality of engine cylinders.

In one embodiment, any group of combustion sequences includes three consecutive combustion cylinders from a single one of the first plurality of engine cylinders, the second plurality of engine cylinders or the third plurality of engine cylinders. Equipped with.

In another aspect of the invention, an object is to provide a choice that results in a combustion sequence that provides vibration conditions for a two-stroke internal combustion engine engine having a single row of fifteen cylinders and a crankshaft as one of the following combustion sequences. This was solved by selecting the combustion sequence:

a) 1 3 12 14 7 4 5 10 15 8 2 6 9 13 11

b) 1 4 12 14 7 2 6 11 13 8 3 5 10 15 9

c) 1 4 12 15 6 2 7 10 13 8 3 5 11 14 9

d) 1 5 12 13 7 3 6 10 14 9 2 4 11 15 8

e) 1 5 12 13 7 3 6 9 14 10 2 4 11 15 8

f) 1 5 12 13 8 3 4 11 15 6 2 7 10 14 9

g) 1 5 12 13 8 3 4 11 15 7 2 6 10 14 9

h) 1 5 12 13 8 4 3 11 15 7 2 6 10 14 9

i) 1 5 12 14 6 3 7 9 13 10 2 4 11 15 8

j) 1 5 13 12 7 3 6 10 14 9 2 4 11 15 8

k) 1 5 13 12 8 4 3 11 15 7 2 6 10 14 9

l) 1 6 11 13 9 2 4 12 14 7 3 5 10 15 8

Wherein the cylinder C1 can be located at one or the other of the two ends of the engine, the cylinder C15 is located at the end of the engine opposite to the cylinder C1 and the cylinders C2 to C14 in a direction from the cylinder C1 to C15 Numbered consecutively along the length of the engine, the direction of rotation of the engine may be one or the other direction of rotation. Such combustion sequences may be applied to an engine having a crankshaft composed of three parts assembled in an extended manner, or a crankshaft composed of another. A crankshaft composed of four parts may be applied to a crankshaft composed of four parts. Or a crankshaft consisting of less than three, such as two parts or just a single part. These combustion sequences thus provide very sophisticated vibration conditions so that the crankshaft can be split while meeting the actual installation.

The combustion sequences selected are very few of the possible numbers of combustion sequences. These combustion sequences have been demonstrated to have good vibration characteristics by calculating the vibration response from the engine operated in the test with the combustion sequences.

With regard to the first and second aspects of the present invention, the combustion sequence may be both an equal sequence and an unequal sequence. When the combustion sequence is even, the angle of rotation of the crankshaft between any two successive cylinders is 360 ° / 15. When the combustion sequence is even, fixed-angle angles apply to all cylinders in the engine. And even sequences are used when what is desired is an acceptable combustion sequence. When acceptable combustion sequences have been found, it is possible to investigate whether better vibration characteristics may be available by using unequal combustion sequences. This can be regarded as fine tuning of the vibration pattern. An uneven combustion sequence is a sequence in which the angle of rotation of the crankshaft differs from 360 ° / 15 between the combustion of at least two pairs of successive combustion cylinders.

Examples of implementations of the invention will be explained in more detail by reference to the following schematic drawings.

1 is a cross-sectional view of a two-stroke engine with fifteen cylinders according to the present invention.

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

3 is a diagram of a combustion sequence for the cylinder of the engine shown in FIG. 1.

1 is a cross-sectional view of a large two-stroke turbocharged internal combustion engine in the form of a crosshead having 15 cylinders. It may be in the form of MC or ME manufactured by MAN B & W diesel, or in the form of Sulzer RT-flex or Sulzer RTA manufactured by Wartsila, or may be manufactured by Mitsubishi Heavy Industries. The cylinder has, for example, its bore, for example 60 to 120 cm, preferably 80 to 120 cm, and more preferably 95 to 120 cm. The engine may be for example 3000 to 8500 kW per cylinder, preferably 4000 to 8000 kW, and at least 5000 kW per cylinder. Each cylinder C1-C15 typically has a cylinder liner 1 having an exhaust air port 2 at its lower end and a cylinder cover 3 with an exhaust valve 4 located at the top of the cylinder. .

The piston 5 is mounted on the piston rod 6, which is connected to the crank pin 9 on the crankshaft 10 via the crosshead 7 and the connecting rod 8. The crankshaft journal 11 is located in a main bearing mounted to the bed plate 12.

The crosshead is laterally supported by guide shoes 13 which slide on a vertically extending guide plane 22 extending in the vertical direction from the top of the engine frame 14 towards the bottom. The guide planes are fixed to the engine frame 14, and the engine frame is fixed to the top of the bed plate 12. Foundation bolt 23 secures bedplate 12 to an engine foundation (not shown). The engine base is part of the ship hull when the engine is the main propulsion engine of the ship and part of the building structure when the engine is a stationary engine of the power plant. External forces and moments caused by vibrations in the engine are transmitted to the engine foundation and may be transmitted to other structures such as walls or hull sides. The cylinder part 15 is mounted on top of the engine frame.

The cylinder cover 3 is fixed to the cylinder part by the cover stud 16. The binding rod 17 extends from the cylinder portion to the bedplate, and they fix the cylinder portion 15 to the bed plate 12. There are typically four binding rods 17 acting on each cylinder part, the sum of the downward forces by the binding rods being the cylinder cover caused by the maximum pressure generated by combustion in the combustion chamber of the cylinder. Exceed the upward force for.

Exhaust gas conduit 18 extends from an individual cylinder at the site of the exhaust valve and opens to an exhaust gas receiver 19 common to multiple cylinders. The engine may have only a single exhaust gas receptacle common to all cylinders, or may have a plurality of exhaust gas receptacles, such as two or three, which are positioned in end-to-end contact with each other and typically Interconnected through a gas flow passage 19 '.

The exhaust gas receiver is a pressure vessel having a circular cylinder cross section. The exhaust gas conduit 18 extends to the exhaust receiving portion 19 and discharges the exhaust gas from the associated combustion chamber when the exhaust valve is opened. Changes in pressure caused by exhaust gas pulses discharged from the exhaust gas conduit at the exhaust gas receiver are equalized to a more uniform pressure.

The plurality of turbochargers 20 are connected to the exhaust gas receiver 19 and compressed air into the exhaust air system 26 through the air flow passage 24 and possibly through the inlet air cooler 25. The exhaust air system has an exhaust air receiver 27 and a flow passage 28 to the inlet air chamber 29 in the exhaust air port 2.

The crankshaft may be made of a single part or may be made of several parts that are joined to the finished crankshaft in the engine assembly. If the crankshaft is a single part, the distance l between the cylinders in the engine is constant through the crankshaft. However, a crankshaft for an engine of the kind according to the invention is usually divided into several parts which are assembled into a unitary crankshaft. Dividing the crankshaft into several parts may be to adjust the weight of the individual crankshaft parts to less than the maximum lifting weight of the crane used to handle the crankshaft parts. The capacity lifted by such a crane may for example be 250 t. The crankshaft is typically divided into three parts, but may alternatively be divided into two parts or three or more parts. In the following implementations, it is assumed that the cylinders of the engine can be associated with three crankshaft parts, whether or not the crankshafts are actually divided into parts.

In the side view of the engine embodiment shown in FIG. 2, the crankshaft is divided between cylinders C5-C6 and C10-C11, such that cylinders C1, C2, C3, C4 and C5 are formed with the first crankshaft portion. Associated with and considered to be a first plurality of engine cylinders (a), cylinders C6, C7, C8, C9 and C10 associated with the second crankshaft portion and to be a second plurality of engine cylinders (b) Cylinders C11, C12, C13, C14 and C15 are associated with the third crankshaft portion and are considered to be the third plurality of engine cylinders c. The crankshafts eventually split into cylinder ratios of 5-5-5. This is called equal division. In another division of the crankshaft, the crankshaft is divided between cylinders C6-C7 and C11-C12 so that the cylinders C1-C6 are associated with the first crankshaft portion and the first plurality of engine cylinders. (a) is considered, the cylinders C7-C11 are associated with the second crankshaft part and are considered to be the second plurality of engine cylinders b, and the cylinders C12-C15 are the third crank part And is considered to be the third plurality of engine cylinders c. The crankshaft was eventually split at a cylinder ratio of 6-5-4. This is called uneven partitioning. The above examples of cylinder ratios can be applied to the present invention.

The normal distance between the cylinders is L. The distance between the groups can be the large distance L2 shown in FIG. 2. The distance is L2 = L + l1. This is the sum of the normal distance between the cylinders and the additional distance l1 caused by the presence of the two main bearings and the intermediate crankshaft joint, in which the two crankshaft parts are joined by bolts or other suitable joints. It is the same as a flange connection that is joined in a way.

An important feature of the invention is the division of the cylinders into groups in the actual combustion sequence. The concept of dividing the cylinders into groups according to the first aspect of the invention is shown in Tables 1 and 2 below. Table 1 and the combustion sequences mentioned thereafter relate to an embodiment of an engine in which the crankshaft has an uneven split at a cylinder ratio of 6-5-4. In Table 1, the first plurality of engine cylinders C1, C2, C3, C4, C5 and C6 are denoted by a and the second plurality of engine cylinders C7, C8, C9, C10 and C11. Is denoted by b, and the third plurality of engine cylinders C12, C13, C14 and C15 are denoted by c. Thus if the table is referred to as a bcb group, for example, the group has three consecutive combustion cylinders, where the first and third combustion cylinders are from a second plurality of engine cylinders and the second combustion cylinder is From a plurality of engine cylinders of three.

Table 1

(Uneven division of crankshaft part 6-5-4)

Cylinders divided into groups

First group aa aa aa aa aa aa aa aa aa aa aa 2nd group aa aa aa aa aa aa aa aa aa bb bb Third group aa aa aa aa aa aa aa cc cc cc cc 4th group bb bb bb bcb bcb bcb bcb aba bcb bcb bb 5th group cc bb bcb bcb bcb bcb bbb bcb aba aaa aaa 6th group cc cc cc cc cbc cc bcb 7th group bb

Based on these groups according to the invention, calculations were made to set the actual combustion sequence. An excerpt of the combustion sequences is shown in the following sequence (A), where "C" is omitted so that the list corresponds to the conventional list combustion sequence. That is, 1 to 15 correspond to C1 to C15.

Sequence A

1) 1-5-12-14-6-3-7-9-13-10-2-4-11-15-8

2) 1-8-15-11-4-2-10-13-9-7-3-6-14-12-5

3) 1-6-11-14-8-2-4-12-15-5-3-7-10-13-9

4) 1-9-13-10-7-3-5-15-12-4-2-8-14-11-6

5) 1-3-13-15-5-2-8-11-12-7-4-6-9-14-10

6) 1-10-14-9-6-4-7-12-11-8-2-5-15-13-3

7) 1-4-12-14-7-2-5-13-11-8-6-3-9-15-10

8) 1-10-15-9-3-6-8-11-13-5-2-7-14-12-4

9) 1-4-12-14-7-2-5-13-11-8-6-3-10-15-9

10) 1-9-15-10-3-6-8-11-13-5-2-7-14-12-4

11) 1-4-12-14-7-2-6-11-138-3-5-10-15-9

12) 1-9-15-10-5-3-8-13-11-6-2-7-14-12-4

13) 1-4-12-14-7-2-6-11-13-8-5-3-10-15-9

14) 1-9-15-10-3-5-8-13-11-6-2-7-14-12-4

15) 1-4-12-15-6-2-7-10-13-8-3-5-11-14-9

16) 1-9-14-11-5-3-8-13-10-7-2-6-15-12-4

17) 1-4-13-15-5-2-7-11-12-8-3-6-10-14-9

18) 1-9-14-10-6-3-8-12-11-7-2-5-15-13-4

19) 1-5-11-15-8-2-4-12-14-6-3-7-9-13-10

20) 1-10-13-9-7-3-6-14-12-4-2-8-15-11-5

21) 1-6-11-13-9-2-4-12-14-7-3-5-10-15-1

22) 1-8-15-10-5-3-7-14-12-4-2-9-13-11-6

23) 1-5-13-12-7-3-6-10-14-9-2-4-11-15-8

24) 1-8-15-11-4-2-9-14-10-6-3-7-12-13-5

25) 1-3-12-14-7-4-5-9-15-8-2-6-10-13-11

26) 1-11-13-10-6-2-8-15-9-5-4-7-14-12-3

27) 1-5-12-11-8-7-4-6-14-13-2-3-9-15-10

28) 1-10-15-9-3-2-13-14-6-4-7-8-11-12-5

29) 1-4-13-14-6-2-7-11-12-8-5-3-10-15-9

30) 1-9-15-10-3-5-8-12-11-7-2-6-14-13-4

31) 1-2-14-15-5-3-7-10-12-8-4-6-9-13-11

32) 1-11-13-9-6-4-8-12-10-7-3-5-15-14-2

33) 1-2-13-14-7-3-6-10-12-9-5-4-8-15-11

34) 1-11-15-8-4-5-9-12-10-9-3-7-14-13-2

35) 1-2-11-15-8-3-6-9-12-10-5-4-7-14-13

36) 1-13-14-7-4-5-10-12-9-6-3-8-15-11-2

37) 1-3-12-13-7-6-4-8-14-10-5-2-9-15-11

38) 1-11-15-9-2-5-10-14-8-4-6-7-13-12-3

39) 1-4-13-12-7-6-3-10-15-8-2-5-11-14-9

40) 1-9-14-11-5-2-8-15-10-3-6-7-12-13-4

41) 1-6-15-13-2-3-9-14-10-4-5-8-11-12-7

42) 1-7-12-11-8-5-4-10-14-9-3-213-15-6

43) 1-6-15-13-3-2-9-14-10-4-5-8-11-12-7

44) 1-7-12-11-8-5-4-10-14-9-2-3-13-15-6

45) 1-2-11-13-9-6-4-8-12-10-7-3-5-15-14

46) 1-14-15-5-3-7-10-12-8-4-6-9-13-11-2

47) 1-6-13-11-8-5-4-10-14-9-3-2-12-15-7

48) 1-7-15-12-2-3-9-14-10-4-5-8-11-13-6

49) 1-4-14-13-6-2-7-12-10-9-5-3-11-15-8

50) 1-8-15-11-3-5-9-10-12-7-2-6-13-14-4

51) 1-3-13-12-7-6-4-8-14-10-5-2-9-15-11

52) 1-11-15-9-2-5-10-14-8-4-6-7-12-13-3

53) 1-5-11-14-9-2-3-13-12-7-6-4-8-15-10

54) 1-10-15-8-4-6-7-12-13-3-2-9-14-11-5

55) 1-4-13-12-7-5-3-11-15-8-2-6-9-14-10

56) 1-10-14-9-6-2-8-15-11-3-5-7-12-13-4

57) 1-2-14-12-7-6-3-10-13-9-5-4-8-15-11

58) 1-11-15-8-4-5-9-13-10-3-6-7-12-14-2

59) 1-2-15-14-5-3-7-10-12-8-4-6-9-13-11

60) 1-11-13-9-6-4-8-12-10-7-3-5-14-15-2

61) 1-3-11-14-9-2-6-10-12-8-7-4-5-15-13

62) 1-13-15-5-4-7-8-12-10-6-2-9-14-11-3

63) 1-5-14-11-6-7-4-8-15-10-2-3-12-13-9

64) 1-9-13-12-3-2-10-15-8-4-7-6-11-14-5

65) 1-4-12-13-8-5-2-11-15-7-3-6-9-14-10

66) 1-10-14-9-6-3-7-15-11-2-5-8-13-12-4

67) 1-6-15-13-3-2-9-14-10-5-4-8-11-12-7

68) 1-7-12-11-8-4-5-10-14-9-2-3-13-15-6

69) 1-2-13-14-7-3-6-10-12-9-4-5-8-15-11

70) 1-11-15-8-5-4-9-12-10-6-3-7-14-13-2

71) 1-2-11-14-9-4-5-8-12-10-7-3-6-15-13

72) 1-13-15-6-3-7-10-12-8-5-4-9-14-11-2

73) 1-3-14-13-7-2-6-12-11-8-5-4-10-15-9

74) 1-9-15-10-4-5-8-11-12-6-2-7-13-14-3

75) 1-5-12-13-7-3-6-10-14-9-2-4-11-15-8

76) 1-8-15-11-4-2-9-14-10-6-3-7-13-12-5

77) 1-2-14-13-7-4-5-10-12-9-6-3-8-15-11

78) 1-11-15-8-3-6-9-12-10-5-4-7-13-14-2

79) 1-4-13-14-6-2-7-12-10-9-5-3-11-15-8

80) 1-8-15-11-3-5-9-10-12-7-2-6-14-13-4

81) 1-5-15-13-3-2-9-14-10-4-6-7-11-12-8

82) 1-8-12-11-7-6-4-10-14-9-2-3-13-15-5

83) 1-3-15-13-6-2-7-12-10-8-5-4-11-14-9

84) 1-9-14-11-4-5-8-10-12-7-2-6-13-15-3

85) 1-6-13-11-8-5-4-10-14-9-2-3-12-15-7

86) 1-7-15-12-3-2-9-14-10-4-5-8-11-13-6

87) 1-5-15-13-3-4-10-8-12-9-2-6-11-14-7

88) 1-7-14-11-6-2-9-12-8-10-4-3-13-15-5

89) 1-4-13-14-6-2-7-12-9-10-5-3-11-15-8

90) 1-8-15-11-3-5-10-9-12-7-2-6-14-13-4

91) 1-3-12-14-8-2-6-10-13-9-4-5-7-15-11

92) 1-11-15-7-5-4-9-13-10-6-2-8-14-12-3

93) 1-6-13-14-4-3-8-10-12-9-2-5-11-15-7

94) 1-7-15-11-5-2-9-12-10-8-3-4-14-13-6

95) 1-2-14-12-7-6-4-9-13-10-5-3-8-15-11

96) 1-11-15-8-3-5-10-13-9-4-6-7-12-14-2

97) 1-5-12-13-7-3-6-9-14-10-2-4-11-15-8

98) 1-8-15-11-4-2-10-14-9-6-3-7-13-12-5

99) 1-5-15-14-2-3-9-12-11-6-4-7-10-13-8

100) 1-8-13-10-7-4-6-11-12-9-3-2-14-15-5

101) 1-3-12-13-7-6-4-8-15-10-2-5-9-14-11

102) 1-11-14-9-5-2-10-15-8-4-6-7-13-12-3

103) 1-6-13-11-8-5-4-9-14-10-3-2-12-15-7

104) 1-7-15-12-2-3-10-14-9-4-5-8-11-13-6

105) 1-2-13-14-6-4-7-8-12-10-5-3-9-15-11

106) 1-11-15-9-3-5-10-12-8-7-4-6-14-13-2

107) 1-2-14-15-4-3-8-10-12-7-5-6-9-13-11

108) 1-11-13-9-6-5-7-12-10-8-3-4-15-14-2

109) 1-5-15-14-2-3-9-12-10-7-4-6-11-13-8

110) 1-8-13-11-6-4-7-10-12-9-3-2-14-15-5

111) 1-3-11-15-8-2-6-10-13-9-5-4-7-14-12

112) 1-12-14-7-4-5-9-13-10-6-2-8-15-11-3

113) 1-2-11-13-9-4-6-8-12-10-7-3-5-15-14

114) 1-14-15-5-3-7-10-12-8-6-4-9-13-11-2

115) 1-4-14-13-6-2-7-12-9-10-5-3-11-15-8

116) 1-8-15-11-3-5-10-9-12-7-2-6-13-14-4

117) 1-3-15-14-5-2-7-13-11-6-4-8-9-12-10

118) 1-10-12-9-8-4-6-11-13-7-2-5-14-15-3

119) 1-6-9-13-11-3-2-12-14-7-4-5-8-15-10

120) 1-10-15-8-5-4-7-14-12-2-3-11-13-9-6

121) 1-3-13-12-6-7-4-8-14-10-5-2-9-15-11

122) 1-11-15-9-2-5-10-14-8-4-7-6-12-13-3

123) 1-5-12-13-8-3-4-11-15-7-2-6-10-14-9

124) 1-9-14-10-6-2-7-15-11-4-3-8-13-12-5

125) 1-3-13-14-7-2-6-11-12-8-5-4-9-15-10

126) 1-10-15-9-4-5-8-12-11-6-2-7-14-13-3

127) 1-6-14-13-4-2-7-15-11-3-5-9-10-12-8

128) 1-8-12-10-9-5-3-11-15-7-2-4-13-14-6

129) 1-2-15-14-4-3-8-10-12-7-5-6-9-13-11

130) 1-11-13-9-6-5-7-12-10-8-3-4-14-15-2

131) 1-8-12-14-2-4-7-15-10-5-3-9-11-13-6

132) 1-6-13-11-9-3-5-10-15-7-4-2-14-12-8

133) 1-7-10-14-8-2-4-12-15-6-3-5-13-11-9

134) 1-9-11-13-5-3-6-15-12-4-2-8-14-10-7

135) 1-6-8-15-10-2-4-11-14-7-5-3-13-9-12

136) 1-12-9-13-3-5-7-14-11-4-2-10-15-8-6

137) 1-6-7-15-11-2-4-10-14-8-5-3-12-9-13

138) 1-13-9-12-3-5-8-14-10-4-2-11-15-7-6

139) 1-14-12-9-2-5-11-13-7-6-3-10-15-8-4

140) 1-4-8-15-10-3-6-7-13-11-5-2-9-12-14

141) 1-6-7-15-10-4-2-11-14-8-5-3-12-9-13

142) 1-13-9-12-3-5-8-14-11-2-4-10-15-7-6

143) 1-9-12-14-2-4-7-15-10-5-3-8-13-11-6

144) 1-6-11-13-8-3-5-10-15-7-4-2-14-12-9

Regarding dividing into groups, it is shown in detail as having a combustion sequence (1 5 12 14 6 3 7 9 13 10 2 4 11 15 8). The combustion number is replaced by the symbol a, b or c, which can be applied to the cylinder, to the following a a c c a a b b c b a a b c b. This particular combustion sequence thus has groups aa, cc, aa, bb, aa and bcb. When these groups are compared with Table 1, these groups are listed in the third column, with the first group = aa, the second group = aa, the third group = aa, the fourth group = bb, the first 5th group = bcb and 6th group = cc. Numbering these groups does not indicate anything in terms of the sequence of groups, so cc is assigned to the sixth group even if cc appears immediately after the first group of aa. When the actual sequence of cylinders is considered in conjunction with dividing the cylinders into groups, the two first cylinders in the combustion sequence are two cylinders from the first plurality of engine cylinders, and the five last cylinders in the combustion sequence are first Cylinders from a plurality of engine cylinders of, one cylinder from a second plurality of engine cylinders, one cylinder from a third plurality of engine cylinders, a second of It appears to be one cylinder from a plurality of engine cylinders.

For another example, the combustion sequence set forth in number 144 is 1 6 11 13 8 3 5 10 15 7 4 2 14 12 9. This corresponds to a a b c b a a b c b a a c c b and to groups aa, bcb, aa, bcb and cc. These groups are listed in the fifth column of Table 1, where the first group = aa, the second group = aa, the third group = aa, the fourth group = bcb, the fifth group = bcb and the sixth group = cc .

The actual level of vibration will of course depend on the actual engine. Calculations were made for MAN B & W diesel engines with a cylinder bore of 0.98 m and with electronic control of the exhaust valve and fuel injection, ie the K98ME type engine. The nominal distance between the cylinders is L = 1.750 m and the distance between the cylinders C6 and C7 and the cylinders C11 and C12 is L2 = 2.99 m. These engines have a nominal power of 93.450 kW at 100% engine load.

For a given combustion sequence, so-called harmonic analysis is performed to obtain values for the various resulting vibration levels caused by excitation sources in the engine. Harmonic analysis involves the summation of individual harmonic contributions. Harmonic analysis can be performed electronically by a computer program such as PROFIR developed by MAN B & W, or published by H. Maass / H. Klier and K.E. It may be performed electronically by a textbook program disclosed in "Die Verbrennungskraftmaschine" by Hafner / H.Maas. The result of the harmonic analysis is a series of values that indicate the resulting vibration level. Listing A below shows the values calculated for the combustion sequence mentioned in sequence A. The columns refer to the following vibration levels: E1 represents the equilibrium of the first order; E2 represents the equilibrium of the second order; X4 represents the V vector sum of the fourth order; X5 represents the sum of the X vectors of the fifth order; X6 represents the X vector sum of the sixth order, and X7 represents the X vector sum of the seventh order. The values found in the harmonic analysis are representative of the vibration levels. For a real engine, the values found are multiplied by a correlation factor to get the actual values of the excitation sources. This is common to those skilled in the art and for example the value E1 = 0.200 for a particular engine K98ME corresponds to a free moment of 409 kNm. When the values in list A are small, the actual vibration levels are lowered, and vice versa.

List A:

E1 E2 X4 X5 X6 X7

1) 0.200 0.564 1.733 0.838 0.842 0.041

2) 0.200 0.564 1.733 0.838 0.842 0.041

3) 0.259 0.890 1.141 1.370 0.885 0.458

4) 0.259 0.890 1.141 1.370 0.885 0.458

5) 0.449 1.112 2.441 0.838 0.743 0.134

6) 0.449 1.112 2.441 0.838 0.743 0.134

7) 0.406 1.067 2.096 1.071 0.518 0.392

8) 0.406 1.067 2.096 1.071 0.518 0.392

9) 0.514 0.640 1.866 1.071 0.648 0.340

10) 0.514 0.640 1.866 1.071 0.648 0.340

11) 0.487 0.767 1.155 0.380 0.520 0.200

12) 0.487 0.767 1.155 0.380 0.520 0.200

13) 0.534 0.911 1.520 0.352 0.361 0.455

14) 0.534 0.911 1.520 0.352 0.361 0.455

15) 0.560 0.898 1.454 0.776 0.740 0.321

16) 0.560 0.898 1.454 0.776 0.740 0.321

17) 0.568 0.848 1.878 0.776 0.652 0.223

18) 0.568 0.848 1.878 0.776 0.652 0.223

19) 0.704 1.531 1.406 1.205 0.842 0.487

20) 0.704 1.531 1.406 1.205 0.842 0.487

21) 0.709 0.709 0.092 1.204 0.502 0.092

22) 0.709 0.709 0.092 1.204 0.502 0.092

23) 0.072 1.393 1.343 0.481 0.312 0.456

24) 0.072 1.393 1.343 0.481 0.312 0.456

25) 0.075 1.600 0.654 1.709 0.546 0.251

26) 0.075 1.600 0.654 1.709 0.546 0.251

27) 0.109 1.557 2.907 1.430 0.521 0.410

28) 0.109 1.557 2.907 1.430 0.521 0.410

29) 0.133 1.545 2.207 0.113 0.372 0.416

30) 0.133 1.545 2.207 0.113 0.372 0.416

31) 0.166 1.493 2.494 1.510 0.306 0.048

32) 0.166 1.493 2.494 1.510 0.306 0.048

33) 0.177 1.174 2.265 0.685 0.105 0.334

34) 0.177 1.174 2.265 0.685 0.105 0.334

35) 0.177 1.174 2.265 0.685 0.737 0.334

36) 0.177 1.174 2.265 0.685 0.737 0.334

37) 0.180 0.422 1.901 1.071 0.604 0.392

38) 0.180 0.422 1.901 1.071 0.604 0.392

39) 0.194 1.401 0.976 1.664 0.458 0.187

40) 0.194 1.401 0.976 1.664 0.458 0.187

41) 0.209 1.018 2.429 0.685 0.499 0.389

42) 0.209 1.018 2.429 0.685 0.499 0.389

43) 0.255 0.965 2.397 0.531 0.254 0.132

44) 0.255 0.965 2.397 0.531 0.254 0.132

45) 0.270 0.904 2.511 1.645 0.278 0.282

46) 0.270 0.904 2.511 1.645 0.278 0.282

47) 0.306 0.255 2.049 0.631 0.648 0.396

48) 0.306 0.255 2.049 0.631 0.648 0.396

49) 0.342 0.203 2.468 0.631 0.656 0.267

50) 0.342 0.203 2.468 0.631 0.656 0.267

51) 0.359 0.922 2.068 1.279 0.586 0.343

52) 0.359 0.922 2.068 1.279 0.586 0.343

53) 0.370 1.419 1.354 1.781 0.176 0.464

54) 0.370 1.419 1.354 1.781 0.176 0.464

55) 0.371 1.536 0.546 1.927 0.115 0.467

56) 0.371 1.536 0.546 1.927 0.115 0.467

57) 0.382 1.388 1.801 1.781 0.816 0.403

58) 0.382 1.388 1.801 1.781 0.816 0.403

59) 0.392 1.361 2.532 1.623 0.085 0.296

60) 0.392 1.361 2.532 1.623 0.085 0.296

61) 0.427 1.568 2.826 1.370 0.855 0.477

62) 0.427 1.568 2.826 1.370 0.855 0.477

63) 0.429 1.313 2.410 1.863 0.745 0.455

64) 0.429 1.313 2.410 1.863 0.745 0.455

65) 0.454 1.619 0.178 1.878 0.403 0.355

66) 0.454 1.619 0.178 1.878 0.403 0.355

67) 0.463 0.208 2.247 0.481 0.049 0.357

68) 0.463 0.208 2.247 0.481 0.049 0.357

69) 0.476 1.638 2.090 0.870 0.278 0.473

70) 0.476 1.638 2.090 0.870 0.278 0.473

71) 0.478 1.693 2.542 0.988 0.468 0.387

72) 0.478 1.693 2.542 0.988 0.468 0.387

73) 0.484 1.608 2.052 0.531 0.669 0.464

74) 0.484 1.608 2.052 0.531 0.669 0.464

75) 0.487 0.767 1.155 0.308 0.502 0.200

76) 0.487 0.767 1.155 0.308 0.502 0.200

77) 0.503 1.660 2.376 0.979 0.574 0.356

78) 0.503 1.660 2.376 0.979 0.574 0.356

79) 0.516 0.763 2.375 0.828 0.432 0.232

80) 0.516 0.763 2.375 0.828 0.432 0.232

81) 0.555 1.173 2.762 0.531 0.469 0.255

82) 0.555 1.173 2.762 0.531 0.469 0.255

83) 0.561 1.187 2.537 0.092 0.892 0.305

84) 0.561 1.187 2.537 0.092 0.892 0.305

85) 0.567 0.739 1.977 0.658 0.444 0.250

86) 0.567 0.739 1.977 0.658 0.444 0.250

87) 0.586 0.493 2.593 1.741 0.940 0.478

88) 0.586 0.493 2.593 1.741 0.940 0.478

89) 0.587 1.150 2.548 1.037 0.575 0.490

90) 0.587 1.150 2.548 1.037 0.575 0.490

91) 0.591 1.149 1.805 0.755 0.808 0.471

92) 0.591 1.149 1.805 0.755 0.808 0.471

93) 0.602 1.467 1.991 0.838 0.941 0.331

94) 0.602 1.467 1.991 0.838 0.941 0.331

95) 0.615 1.102 2.157 1.493 0.666 0.321

96) 0.615 1.102 2.157 1.493 0.666 0.321

97) 0.619 1.019 1.391 0.442 0.623 0.246

98) 0.619 1.019 1.391 0.442 0.623 0.246

99) 0.620 0.647 2.601 0.979 0.601 0.355

100) 0.620 0.647 2.601 0.979 0.601 0.355

101) 0.621 0.655 1.154 1.874 0.415 0.252

102) 0.621 0.655 1.154 1.874 0.415 0.252

103) 0.623 1.359 2.306 0.442 0.518 0.407

104) 0.623 1.359 2.306 0.442 0.518 0.407

105) 0.634 1.142 2.754 0.988 0.352 0.363

106) 0.634 1.142 2.754 0.988 0.352 0.363

107) 0.637 0.750 2.857 1.510 0.553 0.336

108) 0.637 0.750 2.857 1.510 0.553 0.336

109) 0.650 1.107 2.735 0.828 0.228 0.492

110) 0.650 1.107 2.735 0.828 0.228 0.492

111) 0.663 1.547 2.022 0.531 0.821 0.406

112) 0.663 1.547 2.022 0.531 0.821 0.40

113) 0.675 1.424 2.828 1.205 0.640 0.491

114) 0.675 1.424 2.828 1.205 0.640 0.491

115) 0.689 0.611 2.647 0.828 0.820 0.464

116) 0.689 0.611 2.647 0.828 0.820 0.464

117) 0.692 1.625 2.704 1.259 0.235 0.444

118) 0.692 1.625 2.704 1.259 0.235 0.444

119) 0.699 1.127 0.587 1.995 0.593 0.478

120) 0.699 1.127 0.587 1.995 0.593 0.478

121) 0.700 1.361 2.385 1.592 0.983 0.378

122) 0.700 1.361 2.385 1.592 0.983 0.378

123) 0.709 0.709 0.092 1.204 0.502 0.092

124) 0.709 0.709 0.092 1.204 0.502 0.092

125) 0.722 1.110 1.984 0.442 0.115 0.331

126) 0.722 1.110 1.984 0.442 0.115 0.331

127) 0.729 0.607 2.324 1.251 0.311 0.385

128) 0.729 0.607 2.324 1.251 0.311 0.385

129) 0.730 0.431 2.890 1.623 0.326 0.445

130) 0.730 0.431 2.890 1.623 0.326 0.445

131) 0.165 0.997 1.263 0.442 0.905 1.765

132) 0.165 0.997 1.263 0.442 0.905 1.765

133) 0.424 1.458 1.099 0.442 0.249 1.775

134) 0.424 1.458 1.099 0.442 0.249 1.775

135) 0.434 1.555 1.160 0.113 0.859 2.776

136) 0.434 1.555 1.160 0.113 0.859 2.776

137) 0.434 1.555 1.160 0.113 1.141 2.776

138) 0.434 1.555 1.160 0.113 1.141 2.776

139) 0.525 1.163 1.203 0.459 1.270 1.65

140) 0.525 1.163 1.203 0.459 1.270 1.65

141) 0.604 1.301 1.136 0.337 0.791 2.88

142) 0.604 1.301 1.136 0.337 0.791 2.88

143) 0.704 0.850 0.730 0.092 0.305 1.87

144) 0.704 0.850 0.730 0.092 0.305 1.87

Splitting the crankshaft has a significant effect on the vibration pattern of the engine. Therefore, in connection with understanding the present invention, reference is made to embodiments in which the crankshaft is divided in a manner other than 6-5-4. As an example of another division of the crankshaft, an even division, 5-5-5, will now be considered, where the first crankshaft portion is the engine cylinders C1, C2, C3, 4 and C5, denoted by a in Table 2. And a second plurality of engine cylinders associated with the second crankshaft portion, consisting of engine cylinders C6, C7, C8, C9 and C10, denoted b in Table 2, with a third associated with the third crankshaft portion. The plurality of engine cylinders consist of engine cylinders C11, C12, C13, C14 and C15, indicated by c in Table 2.

TABLE 2

(Even split 5-5-5)

Grouped cylinders

First group aa aa aa aa aa aa aa aa aa aa 2nd group aa aa aa aa aa aa aa aa aa bb Third group bb bb bb bb bb bb cc cc cc cc Fourth group bb cc cc cc cc bcb bab cc bab cc 5th group cc cc bab bcb cbc cbc cc bab bcb aba 6th group cc cc cc cc cc

In the same way as in connection with Table 1, calculations were made to set actual combustion sequences based on the groups according to the invention. An excerpt of the combustion sequences is shown in the following list for sequence B.

Sequence B

1) 1-5-11-13-9-2-4-12-14-7-3-6-8-15-10

2) 1-6-15-11-5-3-7-14-12-4-2-9-13-10-8

3) 1-8-10-13-9-2-4-12-14-7-3-5-11-15-6

4) 1-10-15-8-6-3-7-14-12-4-2-9-13-11-5

5) 1-5-12-14-6-3-7-9-13-10-2-4-11-15-8

6) 1-8-15-11-4-2-10-13-9-7-3-6-14-12-5

7) 1-3-13-12-6-7-4-8-14-10-5-2-9-15-11

8) 1-5-15-13-3-4-10-9-12-8-2-6-11-14-7

9) 1-7-14-11-6-2-8-12-9-10-4-3-13-15-5

10) 1-11-15-9-2-5-10-14-8-4-7-6-12-13-3

11) 1-5-12-13-8-4-3-11-15-7-2-6-10-14-9

12) 1-5-13-12-8-3-4-11-15-7-2-6-10-14-9

13) 1-9-14-10-6-2-7-15-11-3-4-8-13-12-5

14) 1-9-14-10-6-2-7-15-11-4-3-8-12-13-5

15) 1-3-12-13-7-6-4-8-14-10-5-2-9-15-11

16) 1-5-15-13-4-3-9-10-12-8-2-6-11-14-7

17) 1-7-14-11-6-2-8-12-10-9-3-4-13-15-5

18) 1-11-15-9-2-5-10-14-8-4-6-7-13-12-3

19) 1-4-14-13-6-2-7-12-10-9-5-3-11-15-8

20) 1-5-13-11-7-6-4-9-14-10-3-2-12-15-8

21) 1-8-15-11-3-5-9-10-12-7-2-6-13-14-4

22) 1-8-15-12-2-3-10-14-9-4-6-7-11-13-5

23) 1-5-12-13-8-3-4-11-15-7-2-6-10-14-9

24) 1-9-14-10-6-2-7-15-11-4-3-8-13-12-5

25) 1-2-13-14-7-3-6-10-12-9-5-4-8-15-11

26) 1-5-15-14-3-2-9-13-10-6-4-7-11-12-8

27) 1-8-12-11-7-4-6-10-13-9-2-3-14-15-5

28) 1-11-15-8-4-5-9-12-10-6-3-7-14-13-2

29) 1-2-11-15-8-3-5-10-13-9-4-6-7-12-14

30) 1-5-14-15-2-4-9-10-12-7-3-6-11-13-8

31) 1-8-13-11-6-3-7-12-10-9-4-2-15-14-5

32) 1-14-12-7-6-4-9-13-10-5-3-8-15-11-2

33) 1-2-11-14-8-5-4-10-12-9-7-3-6-15-13

34) 1-3-15-14-5-2-8-11-12-6-4-7-9-13-10

35) 1-10-13-9-7-4-6-12-11-8-2-5-14-15-3

36) 1-13-15-6-3-7-9-12-10-4-5-8-14-11-2

37) 1-2-14-12-7-6-3-10-13-9-5-4-8-15-11

38) 1-5-15-14-2-4-9-10-13-6-3-7-11-12-8

39) 1-8-12-11-7-3-6-13-10-9-4-2-14-15-5

40) 1-11-15-8-4-5-9-13-10-3-6-7-12-14-2

41) 1-5-13-12-8-4-3-11-15-7-2-6-10-14-9

42) 1-9-14-10-6-2-7-15-11-3-4-8-12-13-5

43) 1-3-13-14-7-2-6-11-12-8-4-5-9-15-10

44) 1-6-15-13-3-2-9-14-10-5-4-8-12-11-7

45) 1-7-11-12-8-4-5-10-14-9-2-3-13-15-6

46) 1-10-15-9-5-4-8-12-11-6-2-7-14-13-3

47) 1-3-11-14-9-2-5-13-10-8-7-4-6-15-12

48) 1-14-15-13-5-2-7-14-11-3-6-8-9-12-10

49) 1-10-12-9-8-6-3-11-14-7-2-5-13-15-4

50) 1-12-15-6-4-7-8-10-13-5-2-9-14-11-3

51) 1-3-12-15-7-2-6-10-13-9-4-5-8-14-11

52) 1-4-13-15-5-2-8-11-12-7-3-6-10-14-9

53) 1-9-14-10-6-3-7-12-11-8-2-5-15-13-4

54) 1-11-14-8-5-4-9-13-10-6-2-7-15-12-3

55) 1-3-12-15-6-2-7-10-13-8-4-5-9-14-11

56) 1-4-13-15-5-2-7-11-12-8-3-6-9-14-10

57) 1-10-14-9-6-3-8-12-11-7-2-5-15-13-4

58) 1-11-14-9-5-4-8-13-10-7-2-6-15-12-3

59) 1-3-13-12-7-6-4-8-14-10-5-2-9-15-11

60) 1-5-15-13-3-4-9-10-12-8-2-6-11-14-7

61) 1-7-14-11-6-2-8-12-10-9-4-3-13-15-5

62) 1-11-15-9-2-5-10-14-8-4-6-7-12-13-3

63) 1-5-13-11-6-7-4-8-15-10-2-3-12-14-9

64) 1-6-14-13-4-2-7-15-11-3-5-10-9-12-8

65) 1-8-12-9-10-5-3-11-15-7-2-4-13-14-6

66) 1-9-14-12-3-2-10-15-8-4-7-6-11-13-5

67) 1-5-12-13-8-2-4-14-11-7-6-3-10-15-9

68) 1-6-13-10-9-5-2-12-14-8-3-4-11-15-7

69) 1-7-15-11-4-3-8-14-12-2-5-9-10-13-6

70) 1-9-15-10-3-6-7-11-14-4-2-8-13-12-5

71) 1-5-13-11-7-6-4-8-15-10-2-3-12-14-9

72) 1-6-14-13-4-2-7-15-11-3-5-9-10-12-8

73) 1-8-12-10-9-5-3-11-15-7-2-4-13-14-6

74) 1-9-14-12-3-2-10-15-8-4-6-7-11-13-5

75) 1-6-12-11-8-5-4-10-15-9-2-3-13-14-7

76) 1-7-14-13-3-2-9-15-10-4-5-8-11-12-6

77) 1-5-12-13-8-3-4-11-15-6-2-7-10-14-9

78) 1-5-12-13-8-3-4-11-15-7-2-6-9-14-10

79) 1-9-14-10-7-2-6-15-11-4-3-8-13-12-5

80) 1-10-14-9-6-2-7-15-11-4-3-8-13-12-5

81) 1-2-13-14-7-3-6-9-12-10-5-4-8-15-11

82) 1-5-15-14-3-2-9-13-10-7-4-6-11-12-8

83) 1-8-12-11-6-4-7-10-13-9-2-3-14-15-5

84) 1-11-15-8-4-5-10-12-9-6-3-7-14-13-2

85) 1-4-12-14-8-2-5-13-11-7-6-3-10-15-9

86) 1-6-13-10-9-5-3-11-14-8-2-4-12-15-7

87) 1-7-15-12-4-2-8-14-11-3-5-9-10-13-6

88) 1-9-15-10-3-6-7-11-13-5-2-8-14-12-4

89) 1-3-12-14-7-4-5-10-15-8-2-6-9-13-11

90) 1-6-11-12-9-2-4-13-15-5-3-7-10-14-8

91) 1-8-14-10-7-3-5-15-13-4-2-9-12-11-6

92) 1-11-13-9-6-2-8-15-10-5-4-7-14-12-3

93) 1-3-12-14-8-2-6-10-13-9-4-5-7-15-11

94) 1-5-15-13-4-2-8-14-10-6-3-7-12-11-9

95) 1-9-11-12-7-3-6-10-14-8-2-4-13-15-5

96) 1-11-15-7-5-4-9-13-10-6-2-8-14-12-3

97) 1-4-13-14-6-2-7-11-12-8-3-5-10-15-9

98) 1-6-11-13-8-4-5-9-14-10-2-3-12-15-7

99) 1-7-15-12-3-2-10-14-9-5-4-8-13-11-6

100) 1-9-15-10-5-3-8-12-11-7-2-6-14-13-4

101) 1-4-12-14-8-2-5-13-11-6-7-3-9-15-10

102) 1-6-15-12-4-2-8-14-11-3-5-10-9-13-7

103) 1-7-13-9-10-5-3-11-14-8-2-4-12-15-6

104) 1-10-15-9-3-7-6-11-13-5-2-8-14-12-4

105) 1-8-14-12-2-4-9-13-11-3-6-5-15-10-7

106) 1-7-10-15-5-6-3-11-13-9-4-2-12-14-8

107) 1-6-9-15-8-2-4-14-12-7-3-5-13-10-11

108) 1-11-10-13-5-3-7-12-14-4-2-8-15-9-6

109) 1-7-10-14-8-2-4-12-15-6-3-5-13-11-9

110) 1-9-11-13-5-3-6-15-12-4-2-8-14-10-7

111) 1-4-12-14-8-2-6-9-15-7-5-3-11-13-10

112) 1-10-13-11-3-5-7-15-9-6-2-8-14-12-4

Harmonic analysis is performed to obtain values for the various resulting vibration levels caused by the excitation sources of the engine in the same way as for combustion sequence A. The B listing below shows the calculated values for the combustion sequences mentioned in Sequence B. The columns referred to vibration values of the type as in Table A, with reference being made to the meanings of E1, E2 and X4 to X7.

List B:

E1 E2 X4 X5 X6 X7

1) 0.358 1.222 0.815 1.500 0.767 0.422

2) 0.358 1.222 0.815 1.500 0.767 0.422

3) 0.358 1.222 0.815 1.500 0.767 0.422

4) 0.358 1.222 0.815 1.500 0.767 0.422

5) 0.074 0.952 1.629 0.833 0.745 0.101

6) 0.074 0.952 1.629 0.833 0.745 0.101

7) 0.141 1.500 2.308 1.642 0.835 0.409

8) 0.141 1.500 2.308 1.642 0.835 0.409

9) 0.141 1.500 2.308 1.642 0.835 0.409

10) 0.141 1.500 2.308 1.642 0.835 0.409

11) 0.248 1.133 0.115 1.507 0.332 0.359

12) 0.248 1.133 0.115 1.507 0.332 0.359

13) 0.248 1.133 0.115 1.507 0.332 0.359

14) 0.248 1.133 0.115 1.507 0.332 0.359

15) 0.273 0.777 1.957 1.254 0.609 0.495

16) 0.273 0.777 1.957 1.254 0.609 0.495

17) 0.273 0.777 1.957 1.254 0.609 0.495

18) 0.273 0.777 1.957 1.254 0.609 0.495

19) 0.278 1.305 2.310 0.722 0.779 0.234

20) 0.278 1.305 2.310 0.722 0.779 0.234

21) 0.278 1.305 2.310 0.722 0.779 0.234

22) 0.278 1.305 2.310 0.722 0.779 0.234

23) 0.295 0.576 0.137 1.283 0.499 0.183

24) 0.295 0.576 0.137 1.283 0.499 0.183

25) 0.325 0.973 2.425 0.722 0.163 0.337

26) 0.325 0.973 2.425 0.722 0.163 0.337

27) 0.325 0.973 2.425 0.722 0.163 0.337

28) 0.325 0.973 2.425 0.722 0.163 0.337

29) 0.340 0.875 2.108 1.642 0.950 0.444

30) 0.340 0.875 2.108 1.642 0.950 0.444

31) 0.340 0.875 2.108 1.642 0.950 0.444

32) 0.340 0.875 2.108 1.642 0.950 0.444

33) 0.356 0.608 2.495 1.340 0.407 0.446

34) 0.356 0.608 2.495 1.340 0.407 0.446

35) 0.356 0.608 2.495 1.340 0.407 0.446

36) 0.356 0.608 2.495 1.340 0.407 0.446

37) 0.376 1.060 1.857 1.953 0.857 0.361

38) 0.376 1.060 1.857 1.953 0.857 0.361

39) 0.376 1.060 1.857 1.953 0.857 0.361

40) 0.376 1.060 1.857 1.953 0.857 0.361

41) 0.378 1.079 0.175 1.732 0.099 0.342

42) 0.378 1.079 0.175 1.732 0.099 0.342

43) 0.414 0.989 1.916 0.449 0.240 0.391

44) 0.414 0.989 1.916 0.449 0.240 0.391

45) 0.414 0.989 1.916 0.449 0.240 0.391

46) 0.414 0.989 1.916 0.449 0.240 0.391

47) 0.434 0.825 2.949 1.631 0.433 0.350

48) 0.434 0.825 2.949 1.631 0.433 0.350

49) 0.434 0.825 2.949 1.631 0.433 0.350

50) 0.434 0.825 2.949 1.631 0.433 0.350

51) 0.444 1.216 1.980 0.747 0.780 0.156

52) 0.444 1.216 1.980 0.747 0.780 0.156

53) 0.444 1.216 1.980 0.747 0.780 0.156

54) 0.444 1.216 1.980 0.747 0.780 0.156

55) 0.494 1.416 2.092 0.833 0.757 0.434

56) 0.494 1.416 2.092 0.833 0.757 0.434

57) 0.494 1.416 2.092 0.833 0.757 0.434

58) 0.494 1.416 2.092 0.833 0.757 0.434

59) 0.496 0.718 2.123 1.461 0.613 0.365

60) 0.496 0.718 2.123 1.461 0.613 0.365

61) 0.496 0.718 2.123 1.461 0.613 0.365

62) 0.496 0.718 2.123 1.461 0.613 0.365

63) 0.525 1.281 2.331 1.557 0.560 0.452

64) 0.525 1.281 2.331 1.557 0.560 0.452

65) 0.525 1.281 2.331 1.557 0.560 0.452

66) 0.525 1.281 2.331 1.557 0.560 0.452

67) 0.585 1.097 1.479 1.722 0.847 0.305

68) 0.585 1.097 1.479 1.722 0.847 0.305

69) 0.585 1.097 1.479 1.722 0.847 0.305

70) 0.585 1.097 1.479 1.722 0.847 0.305

71) 0.586 0.803 2.160 1.340 0.400 0.385

72) 0.586 0.803 2.160 1.340 0.400 0.385

73) 0.586 0.803 2.160 1.340 0.400 0.385

74) 0.586 0.803 2.160 1.340 0.400 0.385

75) 0.594 0.060 1.965 0.449 0.300 0.477

76) 0.594 0.060 1.965 0.449 0.300 0.477

77) 0.601 1.418 0.377 1.507 0.629 0.206

78) 0.601 1.418 0.377 1.507 0.629 0.206

79) 0.601 1.418 0.377 1.507 0.629 0.206

80) 0.601 1.418 0.377 1.507 0.629 0.206

81) 0.603 1.147 2.461 0.747 0.311 0.382

82) 0.603 1.147 2.461 0.747 0.311 0.382

83) 0.603 1.147 2.461 0.747 0.311 0.382

84) 0.603 1.147 2.461 0.747 0.311 0.382

85) 0.650 1.460 1.749 1.308 0.687 0.251

86) 0.650 1.460 1.749 1.308 0.687 0.251

87) 0.650 1.460 1.749 1.308 0.687 0.251

88) 0.650 1.460 1.749 1.308 0.687 0.251

89) 0.692 0.728 0.864 1.846 0.641 0.147

90) 0.692 0.728 0.864 1.846 0.641 0.147

91) 0.692 0.728 0.864 1.846 0.641 0.147

92) 0.692 0.728 0.864 1.846 0.641 0.147

93) 0.700 1.114 1.971 0.766 0.923 0.447

94) 0.700 1.114 1.971 0.766 0.923 0.447

95) 0.700 1.114 1.971 0.766 0.923 0.447

96) 0.700 1.114 1.971 0.766 0.923 0.447

97) 0.709 1.682 1.741 0.225 0.426 0.304

98) 0.709 1.682 1.741 0.225 0.426 0.304

99) 0.709 1.682 1.741 0.225 0.426 0.304

100) 0.709 1.682 1.741 0.225 0.426 0.304

101) 0.717 0.780 2.135 1.557 0.712 0.465

102) 0.717 0.780 2.135 1.557 0.712 0.465

103) 0.717 0.780 2.135 1.557 0.712 0.465

104) 0.717 0.780 2.135 1.557 0.712 0.465

105) 0.117 1.470 1.342 0.225 1.114 2.190

106) 0.117 1.470 1.342 0.225 1.114 2.190

107) 0.117 1.470 1.342 0.225 1.114 2.190

108) 0.117 1.470 1.342 0.225 1.114 2.190

109) 0.554 1.498 0.953 0.420 0.300 1.63

110) 0.554 1.498 0.953 0.420 0.300 1.63

111) 0.554 1.498 0.953 0.420 0.300 1.63

112) 0.554 1.498 0.953 0.420 0.300 1.63

The preferred combustion sequence 1 5 12 13 8 3 4 11 15 7 2 6 10 14 9 is shown in FIG. 2. Individual crank throws have two crank arms 34 and crank pins 9, and a crankshaft journal 11 couples the crank throws into the finished crankshaft.

Cylinders C1 to C15 are combusted in the above-mentioned sequence. The combustion sequence is performed in the engine by making a crankshaft 10 with a crank throw directed at the angular pattern required to obtain the combustion sequence. A preferred pattern as an even combustion sequence, ie a combustion sequence with regular (even) angular intervals between 360 ° / 15 = 24 ° between combustions, is shown in FIG. 3.

The individual angles between the crank throw 33 of the crankshaft are shown in FIG. 3. An irregular combustion sequence may be used, that is, an unequal sequence may be used in that the angular spacing between at least two pairs of successive combustion cylinders and possibly several pairs deviates from 24 °. Only a few degrees of deviation can result in very different vibration patterns in the engine.

The engine may be an electronically controlled engine without a camshaft for activating fuel pumps and exhaust valves, for example an ME type engine. If the engine is of a conventional type with a camshaft, the camshaft can be driven from the crankshaft via chain drive or gear connection, which is suitably located at a distance 12 between the cylinders.

The engine according to the invention is suitably used as the main propulsion engine of a container ship, in particular in container ships having a capacity of at least 12,000 TEU, for example from 12,200 to 15,000 TEU, where TEU is a single 20 Is equivalent to a container. TEU is a standard unit of measure for the capacity of container ships.

Modifications may be made to the embodiments described above. The groups can be configured differently, for example cac or aba. The engine frame may be in any suitable shape. The cylinders need not be numbered C1 at the front end of the engine and C15 at the aft. They can likewise be numbered C1 at the stern and C15 at the front end. The engine may have a direction of rotation in one direction or the other. As an alternative to being the main engine of a ship, the engine can be used as a stationary engine in a power plant.

According to a second aspect of the invention the sequence of the engine is one of the following combustion sequences.

a) 1 3 12 14 7 4 5 10 15 8 2 6 9 13 11

b) 1 4 12 14 7 2 6 11 13 8 3 5 10 15 9

c) 1 4 12 15 6 2 7 10 13 8 3 5 11 14 9

d) 1 5 12 13 7 3 6 10 14 9 2 4 11 15 8

e) 1 5 12 13 7 3 6 9 14 10 2 4 11 15 8

f) 1 5 12 13 8 3 4 11 15 6 2 7 10 14 9

g) 1 5 12 13 8 3 4 11 15 7 2 6 10 14 9

h) 1 5 12 13 8 4 3 11 15 7 2 6 10 14 9

i) 1 5 12 14 6 3 7 9 13 10 2 4 11 15 8

j) 1 5 13 12 7 3 6 10 14 9 2 4 11 15 8

k) 1 5 13 12 8 4 3 11 15 7 2 6 10 14 9

l) 1 6 11 13 9 2 4 12 14 7 3 5 10 15 8

Here the cylinder C1 can be located at one or the other of the two ends of the engine, the cylinder C15 is located at the end of the engine opposite to the cylinder C1 and the cylinders C2 to C14 are Numbered consecutively along the length of the engine in the direction from the cylinder C1 to the cylinder C15, the rotation direction of the engine may be one rotation direction or the other rotation direction. Embodiments within the scope of the claims according to the second feature have one crankshaft split, two or more crankshaft splits, or no crankshaft split at all. The overall length of the engine is reduced, which has the advantage of avoiding splitting of the crankshaft. Details of the engine described above in connection with the first aspect of the invention also apply to the second aspect of the invention.

The present invention can be used for two-stroke internal combustion engines and the like.

Claims (18)

A two-stroke internal combustion engine having fifteen cylinders and a crankshaft in a single row and having a combustion sequence (n1-n15) of engine cylinders (C1 to C15), A crankshaft consisting of three parts extending and assembled to each other, wherein a first crankshaft part of the three parts is associated with a first plurality of engine cylinders comprising an engine cylinder C1; A second crankshaft portion of the three portions is associated with a second plurality of engine cylinders comprising an engine cylinder C8, wherein a third crankshaft portion of the three portions has an engine cylinder C15 Is associated with a third plurality of engine cylinders, the combustion sequence of 15 cylinders (n1-n15) is at least five groups of different cylinders, 1) a first group of only two consecutive combustion cylinders from said first plurality of engine cylinders; 2) a second group of only two consecutive combustion cylinders from a single one of said first plurality of engine cylinders, said second plurality of engine cylinders, or said third plurality of engine cylinders; 3) a third group of only two consecutive combustion cylinders from a single one of said first plurality of engine cylinders, said second plurality of engine cylinders, or said third plurality of engine cylinders; 4) only two consecutive combustion cylinders from a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders, or Three consecutive combustion cylinders, wherein the first and third combustion cylinders are a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders. A fourth group, wherein the second combustion cylinder is from three engine cylinders such as the first and third combustion cylinders or from three consecutive combustion cylinders from one of the other plurality of cylinders , And, 5) only two consecutive combustion cylinders from a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders, or Three consecutive combustion cylinders, wherein the first and third combustion cylinders are a single one of the first plurality of engine cylinders, the second plurality of engine cylinders, or the third plurality of engine cylinders. A fifth of three consecutive combustion cylinders, wherein the second combustion cylinder is from a plurality of engine cylinders, such as the first and third combustion cylinders, or from one of the other plurality of cylinders. Groups; two-stroke internal combustion engines. The method of claim 1, The first plurality of engine cylinders associated with the first crankshaft portion consists of engine cylinders C1 to C5, and the second plurality of engine cylinders associated with the second crankshaft portion comprises engine cylinders C6 to C10. And the third plurality of engine cylinders associated with the third crankshaft portion consists of engine cylinders C11 to C15, and the third group of two consecutive combustion cylinders is the second plurality of engine cylinders or Or from a third plurality of engine cylinders. The method of claim 1, The first plurality of engine cylinders associated with the first crankshaft portion is composed of engine cylinders C1 to C6, and the second plurality of engine cylinders associated with the second crankshaft portion is transferred to the engine cylinders C7 to C11. And the third plurality of engine cylinders associated with the third crankshaft portion consists of engine cylinders C12 to C15, and the third group of two consecutive combustion cylinders is the first plurality of engine cylinders or Or from a third plurality of engine cylinders. The method of claim 1, A second stroke internal combustion engine, characterized in that the second group of only two consecutive combustion cylinders is from the first plurality of engine cylinders, or from the second plurality of engine cylinders. The method according to claim 3 or 4, The fifth group is three stroke combustion cylinders from the first plurality of engine cylinders, or three consecutive combustion cylinders from the second plurality of engine cylinders. . The method according to any one of claims 1 to 4, The fourth group is three consecutive combustion cylinders whose first and third combustion cylinders are from a second plurality of engine cylinders and the second combustion cylinder is from a first plurality of engine cylinders. Or from a third plurality of combustion cylinders. The method according to any one of claims 1 to 4, The fourth group is a two-stroke internal combustion engine, characterized in that the second plurality of engine cylinders or two consecutive combustion cylinders from the third plurality of engine cylinders. The method according to any one of claims 1 to 4, The fifth group has three consecutive combustion cylinders, at least one of which is from a second plurality of engine cylinders. The method of claim 8, And the fifth group has two cylinders from a second plurality of engine cylinders. The method according to any one of claims 1 to 4, And the fifth group is two consecutive combustion cylinders from the third plurality of engine cylinders. The method according to any one of claims 1 to 4, The combustion sequence of fifteen cylinders (n1-n15) further comprises a sixth group of two consecutive combustion cylinders from the third plurality of engine cylinders. The method of claim 1, The first six cylinders in the combustion sequence are two cylinders from the first plurality of engine cylinders, two cylinders from the next third plurality of engine cylinders, and a second second plurality of engine cylinders. One cylinder from the engine, and one cylinder from the next first plurality of engine cylinders. The method of claim 1, The first two cylinders of the combustion sequence are two cylinders from the first plurality of engine cylinders, and the five last cylinders of the combustion sequence are two cylinders from the first plurality of engine cylinders, the next One cylinder from the second plurality of engine cylinders, one cylinder from the next third plurality of engine cylinders, and one cylinder from the next second plurality of engine cylinders. , Two-stroke internal combustion engine. The method of claim 2, A two-stroke internal combustion engine, characterized by at most two groups having two consecutive combustion cylinders from a first plurality of engine cylinders. The method according to any one of claims 1 to 4, No group in the combustion sequence has three consecutive combustion cylinders from a single one of the first plurality of engine cylinders, the second plurality of engine cylinders or the third plurality of engine cylinders. Two-stroke internal combustion engine. A two-stroke internal combustion engine having a single row of fifteen cylinders and a crankshaft, the internal combustion engine having a combustion sequence (n1-n15) of engine cylinders (C1 to C15), the combustion sequence comprising the following sequences: a) 1 3 12 14 7 4 5 10 15 8 2 6 9 13 11 b) 1 4 12 14 7 2 6 11 13 8 3 5 10 15 9 c) 1 4 12 15 6 2 7 10 13 8 3 5 11 14 9 d) 1 5 12 13 7 3 6 10 14 9 2 4 11 15 8 e) 1 5 12 13 7 3 6 9 14 10 2 4 11 15 8 f) 1 5 12 13 8 3 4 11 15 6 2 7 10 14 9 g) 1 5 12 13 8 3 4 11 15 7 2 6 10 14 9 h) 1 5 12 13 8 4 3 11 15 7 2 6 10 14 9 i) 1 5 12 14 6 3 7 9 13 10 2 4 11 15 8 j) 1 5 13 12 7 3 6 10 14 9 2 4 11 15 8 k) 1 5 13 12 8 4 3 11 15 7 2 6 10 14 9 l) 1 6 11 13 9 2 4 12 14 7 3 5 10 15 8 The cylinder C1 can be located at one or the other of the two ends of the engine, the cylinder C15 is located at the end of the engine opposite to the cylinder C1 and the cylinders C2 to C14 are in a direction from the cylinder C1 toward the cylinder C15 A two-stroke internal combustion engine, characterized in that the engine is numbered consecutively along the length of the engine, and the direction of rotation of the engine can be one direction of rotation or another. The method of claim 2, A second stroke internal combustion engine, characterized in that the second group of only two consecutive combustion cylinders is from the first plurality of engine cylinders, or from the second plurality of engine cylinders. The method of claim 3, wherein A second stroke internal combustion engine, characterized in that the second group of only two consecutive combustion cylinders is from the first plurality of engine cylinders, or from the second plurality of engine cylinders.

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