KR20010093069A - In-line engine of the diesel type with a camshaft system - Google Patents

Abstract

PURPOSE: A diesel type straight line engine with cam shaft system is provided to generate a very high output in a highly reliable operating reliability. CONSTITUTION: A diesel type in-line engine(1) comprises a cam shaft system divided into at least two sections(4a,4b) and a crankshaft(4). The sections are fixed to each other with their respective ends, mated to each other via a flange coupling(5). The engine is provided with at least two cam shaft(9,10) which are arranged in a longitudinal direction in the order and related with different cylinders. Each of the cam shafts is provided with a cam shaft driving device(12) driven by the crankshaft.

Description

IN-LINE ENGINE OF THE DIESEL TYPE WITH A CAMSHAFT SYSTEM}

The present invention relates to a diesel tandem engine having a camshaft device and a crankshaft in at least two sections, the sections being secured to be in contact with bolted flange connections, the tandem engine having a cylinder bore of at least 60 cm. At least eight cylinders.

Such in-line engines are large engines with high power and having a crankshaft whose size is such that the entire shaft cannot be lifted to the position of the integral main bearing. The single shaft section can weigh, for example, 100 t or more. Thus, the crankshaft is made of at least two separate sections that are lifted in place alone, and are assembled in contact with the end at the fixed connection by the flange connection.

In very small engines typically used in automobiles, it is best to divide the crankshaft into two parts that can be connected or disconnected together during engine operation to suit the number of engines in use for the engine's current load. Known. Automotive engines operate at different loads, and splitting of the crankshaft can be appropriate when the engine is running for long periods at low loads. When the crankshaft is detached and connected during operation, it is also necessary to divide the camshaft. German Patent Application Publication No. 28 28 298 discloses an engine having a crankshaft having a split clutch, the camshaft portion having a signaling device indicative of when the shaft portion is in the correct angular position for joining together. do. U. S. Patent No. 4,368, 701 discloses another form of connection between crankshaft parts.

After assembly of the engine, the crankshaft of the first-mentioned in-line engine is a single complete shaft, and in operation no disconnection or connection of the crankshaft can be made. The in-line engine mentioned above is the main component of a large engine unit for propulsion or stationary power generation of a ship. Unlike load changes in automotive engines, the first-mentioned in-line engine operates at full load or almost full load during most of the operating time.

Often, the engine device has only a single in-line engine because it is an important component that must have high operational reliability. In ship propulsion systems, the continuous failure of the in-line engine can lead to the risk of ship wrecking in addition to operational losses, and when used for stationary power generation, the device normally supplies power to the island and sustains outages. Is not very desirable.

It is an object of the present invention to provide a serial engine capable of generating very high power with high operational reliability.

1 is a side view of a tandem engine according to the present invention.

2 and 3 are schematic views of two embodiments of a camshaft device of a tandem engine according to the present invention.

In view of this object, a tandem engine according to the present invention has a cylinder bore of 140 cm or less, a tandem engine having 30 cylinders or less, and in order to reduce the load on the cam shaft, It is characterized by having at least two camshafts, each camshaft driver being disposed successively in the longitudinal direction and associated with different cylinders and driven by a crankshaft.

The larger the components of the cylinder, the greater the load on the camshaft device, thus increasing the risk of failure. The force for opening the exhaust valve increases in proportion to the square of the valve diameter and the cylinder pressure, and when the fuel pump is a camshaft driven piston pump, the driving of the pump also requires a larger force and during a predetermined period of time The amount of fuel will be higher. In addition, the load on the camshaft device increases with the length of the camshaft. For two-stroke engines, typically at least an exhaust valve and / or a valve or pump for fuel supply to each cylinder, and individually driven to operate the desired cylinder components, which also serve as intake valves for four-stroke engines. Using two or more camshafts results in a significantly shorter length of each camshaft and a significantly smaller number of cams on its shaft. Both of these factors result in lower loads on the camshaft driver and the camshaft, resulting in greater operational reliability of each camshaft and the engine as a whole.

If the cylinders of the associated shaft are not used, the engine with a damaged camshaft or camshaft driver can be repaired temporarily, so that a continuous stop of operation due to a failure of the camshaft device can be avoided. This can be done, for example, by disassembling the cylinder connecting rod from the crankshaft by hand, or by disassembling the piston rod from the crosshead and securing the piston to the cylinder, as a result of which the in-line engine has associated camshaft driver (s). Can be started in emergency operation with respect to the remaining cylinders driven by the other camshaft (s). The in-line engine can continue emergency operation on the remaining cylinders until spare parts and repair personnel are provided to repair the failed camshaft.

In one advantageous embodiment with respect to an engine having a camshaft corresponding to the number of crankshaft sections, the in-line engine has at least a first, having a flange connection between the two crankshaft sections and a camshaft driver mounted to the camshaft end. And a second camshaft having a camshaft driver mounted at the camshaft and the camshaft end and the crankshaft end. Mounting the driver at the end of the camshaft makes it possible to drive the second camshaft from the end of the camshaft, thus increasing the overall engine length accompanied by driving the shaft from the flange connection between the crankshaft sections. This can be avoided, in which the flange connection requires an increase in the cylinder spacing between adjacent cylinders.

In one variant embodiment, the in-line engine includes at least a first camshaft between the crankshaft section and a first camshaft and crankshaft section with a camshaft drive mounted at a constant distance from the camshaft end. It has a second camshaft with a flange connection of 2 and a camshaft drive mounted at a constant distance from the camshaft end. The arrangement of the camshaft driver at a certain distance from the camshaft end has the advantage that the distance from the driver to the most spaced cam on the shaft is advantageously short, which means that the rotation of each rotation between the driver and the cam occurs due to the torsion of the shaft. Reduce the size. This embodiment can be implemented without increasing the overall length of the engine in an engine where the crankshaft has at least the same number of flange connections as the camshaft.

The above embodiments allow the design of a camshaft-driven in-line engine with a power of at least 7000 kW per cylinder, which is particularly advantageous for very large container ships (7,000 to 14,000 TEU) requiring large propulsion. The operational reliability achieved by the present invention is particularly advantageous in such ships due to the valuable cargo of the ship. In one embodiment, the serial engine has a total power of at least 90 MW. In another embodiment, the in-line engine has a length of at least 28 m and at least one of the camshafts has a length of 48% or less of the total length of the in-line engine, which has a very large power but the camshaft device is It enables the manufacture of in-line engines with very high operational reliability.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings in outline.

The in-line engine 1 shown in FIG. 1 has a single row of cylinders in which fifteen cylinders 2 are arranged continuously in the longitudinal direction of the engine. Each cylinder is mounted to an engine housing 3, which is generally formed of several components, such as a pedestal having a main bearing for the crankshaft 4, an engine A-frame and a cylinder part, the cylinder being covered with a cover stud. It is fastened to the cylinder part by a cover stud, and the cylinder part, the engine A-frame and the pedestal are assembled by a stay bolt. Each cylinder may have a bore at an interval of 60 to 140 cm, preferably 90 to 120 cm, and the engine may have 8 to 30 cylinders, preferably 10 to 20 cylinders. In the embodiment shown in FIG. 1 with 15 cylinders, the cylinder is 108 cm and the engine has a total power of 110,400 kW.

The engine is generally a two-stroke crosshead engine, the piston being mounted on a piston rod connected through the crosshead with a connecting rod having a lower end that is typically mounted on a crankpin of a crank (not shown) of the crankshaft. do. The engine may also be a four-stroke engine in which the piston is directly connected to the connecting rod. In Fig. 1, the vertical dashed line indicates the piston in which each cylinder is associated with the connecting member on the crankshaft.

The crankshaft is made of several sections, each containing several cranks, for example three cranks. Once the engine is built, the sections can each be lifted onto the pedestal and placed on the lower bearing of the main bearing, as a result of which the sections are connected to adjacent flange parts on the section with a flange connection 5 such as a bolt. By fastening together, they are assembled into complete shafts. In a simple design, the flange parts have flanges in which one flange is typically threaded and the other flange has a joint bolt hole, or all of the flanges have a joint bolt hole, in which case the through bolt with the nut. It may consist of a protruding flange on each section used. For accurate guidance of the flange in the peripheral direction, the flange may have guide pins and guide holes, respectively. Alternatively, one flange portion can be formed on the side of the crank, on which the usual radial protruding flange on the other crank section can be fastened. It is also possible to design the flange connection with two parts which interlock with one part to partially cover the other part in the radial direction.

The crankshaft section 4a shown on the left side of FIG. 1 is associated with eight cylinders 2 arranged on the left side of the flange connection 5, and the crankshaft section 4b shown on the right side of FIG. 1 is a flange connection. It is associated with the remaining seven cylinders 2 arranged on the right side of. At its right end, the crankshaft 4 has a thrust bearing 6 and is connected with a propeller shaft (not shown) via the intermediate shaft 7. At its left end, the crankshaft has a flywheel 8.

The engines are separated from each other but have a first camshaft 9 and a second camshaft 10 arranged in succession. Each camshaft acts on different cylinders by the number of cam discs fixed on the camshaft, for example, two cam discs per cylinder, one of the cam discs being fueled in a conventional known manner. The pump is operated, and the other one operates the exhaust valve 11.

The camshafts 9 and 10 are driven by the crankshaft through the camshaft driver 12 for each camshaft. The camshaft driver can be formed as a chain drive, in which one or more chains are driven by sprocket wheels, the sprocket wheels having a flange connection 5 to the first camshaft 9 and a second camshaft ( It may consist of a toothed ring mounted on the peripheral surface of the thrust collar of the thrust bearing 6 at the crankshaft end with respect to 10). The chains pull the drive wheel 13 mounted at the right end of the associated camshaft of FIG. The camshaft driver can also be of another design, for example a sprocket wheel connection, wherein the sprocket wheel on the camshaft drives one or more intermediate wheels, which also drive the drive wheel 13 on the camshaft. . Regardless of the type of camshaft driver, the connection between the sprocket wheel on the crankshaft and the drive wheel on the camshaft is indicated by reference numeral 13.

In the following description of another embodiment, for the sake of simplicity, the same reference numerals are used for the same type of parts.

Fig. 2 shows a sprocket wheel in which the crankshaft is assembled into three sections 4a, 4b and 4c and each of the first and second connections 5 is used to drive two camshafts 9 and 10. An embodiment supporting the present is given. On the camshaft, the camshaft driver is mounted at a distance from the shaft end.

In the embodiment of Fig. 3, the crankshaft 4 is likewise formed of three sections, used for camshaft drivers with associated first and second flange connections, at the right end of which the crankshaft is also thrust. It is provided with a bearing 6 and also with a sprocket wheel for the camshaft driver. The engine of Fig. 3 has three camshafts 9, 10 and 14 which are separated from each other but arranged in series.

The engine may have a different number of cylinders than mentioned above. It could be, for example, a 16-cylinder in-line engine with a total power of 91,617 kW and a cylinder bore of 98 cm, the crankshaft being 12.1 m, 11.7 m and 9.8 m for the six, six and four cylinders involved. The length of the camshaft can be formed in three sections, the length of which is preferably not too long, but one or more shafts can be at least half of the total length of the engine.

According to the present invention, there is an effect that a series engine is provided which can generate very high power with high operational reliability.

Claims (6)

At least two sections having a camshaft device and a crankshaft 4, which sections are secured to be in contact with the bolted flange connection 5, at least eight cylinders 2 having a cylinder bore of at least 60 cm. In the diesel tandem engine (1) having a camshaft device having a In order to reduce the cylinder bore to 140 cm or less, the in-line engine 1 has 30 or less cylinders 2, and in order to reduce the load on the camshaft, the in-line engine continuously runs in the longitudinal direction of the in-line engine. Diesel with a camshaft device, characterized in that it has at least two camshafts 9, 10, each camshaft driver 12 arranged and associated with different cylinders and driven by a crankshaft 4. Type serial engine. 2. The camshaft according to claim 1, wherein the in-line engine has at least a first camshaft (9) and a camshaft having a flange connection (5) and a camshaft driver (12) mounted at the camshaft end between two crankshaft sections. In-line engine, characterized in that it has a second camshaft (10) having a camshaft driver (12) mounted at the end and the crankshaft end. 2. The cam engine according to claim 1, wherein the in-line engine has at least a first camshaft having a camshaft driver (12) mounted at a constant distance from the first flange connection (5) and the camshaft end between the crankshaft sections. 9) and a second camshaft 10 having a camshaft driver 12 mounted at a constant distance from the camshaft end and a second other flange connection 5 between the crankshaft section. Serial engine. 2. The tandem engine according to claim 1, wherein each cylinder (2) has an output of at least 7,000 kW. 5. The tandem engine according to claim 1, wherein the total output of the tandem engine is at least 90 MW. 6. 5. The tandem engine 1 according to claim 1, wherein the tandem engine 1 has a length of at least 28 m and at least one of the camshafts 9, 10 is 48% of the total length of the tandem engine. 6. An in-line engine having the following length.