KR20070078707A - Large motor - Google Patents

Abstract

A larger motor is provided to prevent a conversion loss by utilizing excessive exhaust gas energy directly for pressure supply to a common rail. A large motor includes an engine, a common rail(2), and an exhaust gas turbine. The engine is operated by a hydraulic actuator, such as a discharge valve or an injection device. The common rail supplies a pressure medium by at least one hydraulic unit(7,8,9) functioning as a pump. The hydraulic unit is driven by a drive device operated by exhaust gas. The at least one hydraulic unit is operatively connected to a shaft of a turbocharger(6) for compression of charge air. The exhaust gas turbine is connected to the hydraulic unit and is driven by exhaust gas.

Description

Large organs {LARGE MOTOR}

1 shows a schematic diagram of a common rail having a supply device connected to it and connected to an actuator of a large engine.

2 shows a modification to FIG. 1.

3 shows yet another variant of FIG. 1.

4 shows yet another variant of FIG. 1.

FIG. 5 schematically shows an auxiliary fan device in connection with the device according to FIG. 4.

FIG. 6 shows an embodiment utilizing a turbocharger as a pump driving source.

7 shows a variant according to FIG. 6 with a separate exhaust gas turbine as the pump drive source.

The invention relates to an engine operable by a hydraulic actuator, such as a discharge valve, an injection device, and the like, and at least one hydraulic unit functioning as a pump. A large motor, in particular a two-stroke large diesel motor, comprising a common rail capable of supplying a pressure medium, to which the hydraulic actuator is connected to the common rail. It is about.

In these types of devices that have been used so far, a pump provided for pressure supply of the common rail is driven by the corresponding electric motor at every driving stage. However, exhaust gas energy has not been used so far.

In the case of large engines of the kind mentioned above, a turbocharger, which is usually provided, is operated by exhaust gas from the engine and provides the necessary charge air to the engine. In this case, when operating in a capacity range, the exhaust contains more energy than is needed for the supply of air. There has also already been an attempt to exploit this excess energy.

The device disclosed in German patent DE-PS 9 62 764 is equipped with a power turbine arranged side by side with a turbine of a turbocharger for this purpose, which can be connected with a motor shaft. .

German patent DE 35 32 938 C1 discloses a hydraulic pump which is operably connected to the shaft of a turbocharger, the hydraulic pump running a hydraulic motor, the hydraulic motor being an electric generator ( electric energy generators and / or shafts of motors and the like. Electrical energy generated from the generator thus driven can also be supplied to the electric motor, and the electric motor can be used to drive a pump necessary for supplying pressure to the common rail. However, the common rail is not mentioned in the above mentioned German patent DE 35 32 938 C1. Except for this, driving through electrical energy proposed in this patent requires not only hydraulic gears including pumps and motors, but also multiple energy conversions. Associated with

International patent WO 2005/068804 A1 discloses a diesel motor which is provided as an automobile motor, to which a turbocharger is connected. The turbocharger is formed in several steps, one of which may stop working. However, two stages of the turbocharger are only used to compress the air supply. No common rail is provided with the corresponding pressure supply which can be driven by the turbocharger.

It is an object of the present invention to start from these problems and to carry out a simple and inexpensive supply of pressure to the common rail in large engines of the kind mentioned at the outset.

The object of the present invention is achieved by driving at least one hydraulic unit connected to the common rail and forming a pump, at least in a large load range, by means of a drive device which can be operated by exhaust gas.

This approach not only prevents conversion loss but also makes adjustments relatively easy by using excess exhaust gas energy directly to supply pressure to the common rail. In this case, the common rail may also be formed such that an energy consuming device having a relatively large volume operating capacity, such as a hydraulic motor, may be connected. Thus, a hydraulic system provided as a pump suitable for a load range, for example a large load range, can be operated to assist a motor, for example a turbocharger, at another load range.

Preferred and improved embodiments of the solutions are presented in the dependent claims.

In the case of motors having a turbocharger, there is an advantage that at least one hydraulic device connected to the common rail can be operably connected to the shaft of the turbocharger. This simplifies the structure in particular and, as mentioned earlier, the reinforcement of the turbocharger in the load range can be achieved simply.

According to another preferred embodiment of the present invention, at least one hydraulic device connected to the common rail is driven by the corresponding exhaust gas turbine, which can be operated by the exhaust gas, preferably the exhaust gas turbine is In terms of inflow, it shifts simultaneously with the turbine of the turbocharger. These measures can make the yield of exhaust gas energy particularly good without enlarging the turbocharger.

In another preferred method of the present invention, in addition to the hydraulic device which can be driven by the exhaust gas energy, at least one hydraulic device connected to the common rail may be provided, and another hydraulic device may be driven independently of the exhaust gas. This approach also ensures a reliable pressure supply of the common rail and a stable drive in the low load range in terms of motor drive.

At least in the high load range, in addition to the hydraulic actuator, it is desirable that at least another energy consuming device can be connected to the common rail. This makes it possible to simply use excess energy beyond the energy demand of the hydraulic actuator, for example to generate a current. For this purpose at least one hydraulic device can simply operate as a hydraulic motor fed with a pressure medium from the common rail, the hydraulic motor is connected to an electric unit, which can function as an electric motor or a generator.

In another preferred solution of the present invention, at least one hydraulic device, which can be driven by a drive device independent of the exhaust gas and functions as a pump, has at least one common rail suitable for start and / or small load ranges. Can be connected. This ensures stable operation at all power stages. At least one electric unit connected to the hydraulic device can be started by a current for start-up, resulting in an electric drive and a pumping action of the hydraulic device with it. After starting, at least one hydraulic device connected with the common rail may be operably connected with the motor. At this time, the motor may be stopped or driven as a generator.

Next to the drive device which can be actuated by the exhaust gas, it is preferred that a reduction gear having a plurality of exits is arranged. In this case, one hydraulic device may be connected to each outlet. This increases the stability and also has the advantage of stopping the operation of the hydraulic devices which are provided above the minimum required.

For reasons of stability, at least one auxiliary fan is provided which is connected to a charge air accumulator and is driven by an electric motor, which utilizes the air supply when the turbocharger is in insufficient operation. As long as such an auxiliary fan is provided, the auxiliary fan can preferably be connected with the electrical unit, which can be connected with the hydraulic device on the other hand, and the hydraulic device presses the common rail in the starting and / or low load range. It functions as a pump that is driven by the medium. In this way it is possible to save the separate electrical units that are connected to the auxiliary fan.

Other preferred and improved embodiments of the above solutions are set forth in the remaining dependent claims, and will be more fully understood from the following description of the embodiments based on the drawings.

The main areas of application of the present invention are large engines that are electrically regulated, in particular two-stroke large diesel engines such as those that can be utilized for ship driving. These organs no longer include a camshaft. Engines that could previously be operated by camshafts, for example discharge valves, injection devices, can be operated by hydraulic actuators connected in the case of these engines, and hydraulic actuators are hydraulic pressure medium (hydraulic pressure medium), mainly hydraulic oil (hydraulic oil) can be operated. In this case a common rail is provided as a pressure medium source connected to the actuator, which is operated by at least one pump having a pressure medium utilized.

1 shows a large engine 1 comprising a common rail 2, the common rail 2 and the supply device connected to the common rail being shown in an enlarged form next to the large engine 2 due to the necessity of illustration. do. A branch cable 3 exits from the common rail 2 and is connected to an outlet valve and an actuator (not shown in detail) of the injection device. The branch cable 3 is provided with a control valve (not shown in detail), which can be electrically and electronically controlled.

The common rail 2 may be formed by a pipeline, which is connected by a pressure medium vessel and is operated by at least one pump having a pressure medium, wherein the desired pressure is maintained continuously. do. The engine 1 comprises an exhaust gas collecting pipe 4 through which the exhaust gas outlets of all cylinders pass, and a charge air distributing pipe connected to an entrance filling groove of all cylinders; 5) is included. A turbocharger 7 is located between the exhaust gas collection pipe 4 and the air supply distribution pipe 5, the turbocharger being driven by a turbine and a turbine capable of being driven by exhaust gas and providing a necessary air supply ( compressor). The turbine and the compressor are generally arranged on a common shaft.

According to the invention the thermodynamic characters of the turbocharger are very good. When the motor is driven in a large load range (at least 40% partial load to total load), the exhaust gas emitted by the engine 1 contains more energy than necessary for driving the turbocharger 6. Thus, according to the present invention, a capacity exceeding 3% to 5% of the motor capacity occurs.

According to the present invention, in order to operate actuators such as a discharge valve and an injection device, a motor load of 1.5% to 2% is required. This sign demand can thus be met by the overload occurring on the turbocharger 6 within the wide drive range of the motor. In this case, the remaining power remains in the heavy load range and can be used elsewhere.

Sufficient overload does not occur to satisfy the power demand of the actuator in the turbocharger 6 only at start-up and only in the low load range. Thus, within this drive step, the common rail 2 must be powered from elsewhere. That is, in this case, the power required for driving the pump or pumps connected with the common rail 2 cannot be obtained from the exhaust gas, but must be obtained from another source. Since the large engines of the kind presented here are generally driven in a large load range, this drive region is of course only present within a relatively short drive time.

In order to form pumps or pumps connected with the drive rails 2, hydraulic devices each having a rotary piston are provided, the hydraulic devices being pumps when the piston is driven, which pressurizes the pistons. If present, it can function as a motor. In the underlying embodiment of FIG. 1, three such hydraulic devices 7, 8, 9 are provided, each of which at least one of the hydraulic devices must function as a pump for operating the common rail 2 by a pressure medium. . The other two hydraulic devices are connected to the common rail 2 as an energy use device and thus can function as a motor.

A drive device, which can be connected to the hydraulic device, is connected to the hydraulic devices 7, 8, 9, one each. As a drive for the hydraulic device 7 a shaft of the engine 1, preferably a crankshaft 10, is provided. The crankshaft may be connected to the entrance of the speed increaser 12 via a coupling 11. The hydraulic device 7 can be connected with an exit of the speed increasing device 12 via a coupling 13.

The drive device which can be operated by the exhaust gas is connected with the hydraulic device 8. It may refer to a turbocharger as shown in FIG. 6 or an exhaust gas turbine 14 that is separate from the turbocharger 7 as shown in FIG. 7. 6 and 7 are described in more detail below. The hydraulic device 8 can be connected with the outlet of the reduction gear 17 by a coupling 15, and the inlet of the reduction gear can be connected with the drive device by means of a coupling 17. As a driving device, the electric unit 18 is connected to another hydraulic device 9, which functions as an electric motor when a current is supplied, and as a generator when driven. The electrical unit 18 can be connected with the corresponding hydraulic device 9 by a coupling 19.

The pressure medium vessel 20 is connected with hydraulic devices 7, 8, 9, respectively. Reference may be made here to individual or common containers. If the hydraulic devices 7, 8, 9 are driven as pumps, respectively, the pressure medium is sucked from the pressure medium vessel 20, and the common rail 2 through the corresponding pressure pipes 21, 22, 23, respectively. Supplied to. The pressure pipes 21, 22, 23 are each provided with a check valve 24 which opens toward the common rail 2. As long as the hydraulic device can not be switched from a pump drive to a motor drive, it refers to a simple check valve here. Pressure pipes of hydraulic devices that can be switched from pump drive to motor drive are provided with a freely variable check valve 24a. Herein, the valve may be opened toward the common rail 2 according to the type of the check valve, and may be adjusted to maintain the open state, so that the flow may also refer to a hydraulic device connected to the common rail 2 from each other. For this purpose, a control pressure medium may be introduced into the free check valve 24a through each corresponding control line 25 in which the control valve 26 is arranged.

In the illustrated embodiment, the hydraulic device 8 is connected to a drive device operable by exhaust gas, and the pressure pipes 22, 23 branching from the hydraulic device 9 to which the electric unit 18 is connected as a drive device. A free check valve 24a is arranged. The hydraulic devices 8 and 9 can thus be utilized as pumps, and can be utilized as hydraulic motors when the pump drive is omitted and the valve 24a is opened. A simple check valve 24 can be provided for the pressure pipe 21 branching out of the hydraulic device 7 which can be driven by the motor shaft. In this case, shifting from the pump drive to the motor drive is not possible. However, even in this case, it is conceivable to have a check valve having a free shift as shown by a dotted line in FIG. 1. This also enables shifting in which the hydraulic device 7 is switched from pump drive to motor drive.

At the start of the engine 1 the common rail 2 is supplied with a pressure medium by at least one pump driven by an electric motor. For this purpose a current supply can be made to the electrical unit 18 which is connected to the hydraulic device 9, so that the electrical unit forms an electric motor which drives the hydraulic device 9 when the coupling 18 is closed, and thus the hydraulic The device 9 acts as a pump. In addition to or as an alternative thereto and as shown in dashed lines with respect to the hydraulic device 15 in FIG. 1, the coupling 27 is connected to one or two hydraulic devices of the two hydraulic devices 7, 8. The electrical units 28, which can be connected with the hydraulic device, can be arranged one by one. In this case the hydraulic device 9 may be omitted completely with the electrical unit 18 in question. This embodiment is the basis of FIG.

As soon as the engine 1 is actuated, the hydraulic device 7, which can be driven by the motor shaft, takes on the task of supplying the pressure medium by the common rail 2, or the hydraulic device 9 which can be driven by an electric motor. And / or 8). In this case, the hydraulic device, which is not utilized as a pump every time, can be operated as a hydraulic motor capable of receiving a pressure medium from the common rail 2. To this end, the corresponding freely variable check valve 24a may be placed in the free shift position.

As long as the hydraulic device 9 is operated as a hydraulic motor in this way, the electric unit 18 which functions as a generator for generating electric current can be driven. As long as the electric unit 8 is operated as a hydraulic motor, the electric unit 28 to be connected in some cases can be driven as well for the generation of current. However, in addition or alternatively to this, by means of a hydraulic device 8 acting as a hydraulic motor, in this case an additional torque to the turbocharger 7 via a gearge 16 which functions as a speed increasing device. It is also possible to drive the additional exhaust gas turbine 14 to support the turbocharger 7 when supplying the air supply or supplying the air. The couplings 15 and 17 must then be closed. In this case the coupling 17 should be formed as an overrunning clutch.

Since the exhaust gas energy is sufficiently generated from reaching the large load range (partial load of about 40% or more), the common rail (using the hydraulic device 8 which can be driven by a drive device that can be operated by the exhaust gas) It is possible to supply the pressure medium to 2). To this end, the variable speed check valve 24 provided in the corresponding pressure pipe 22 is regulated by the corresponding control valve 26 so as to function only as a check valve opening toward the common rail 2. The couplings 15 and 17 are of course closed. As long as an electrical unit 28 is provided which is connected to the hydraulic system 8, the electrical unit can be directly connected to the hydraulic system 8 which functions as a motor here by closing the coupling 27 as soon as the necessary power is provided. Can be. As long as the hydraulic device 9 is provided, it is also operated as a hydraulic motor supplied with the pressure medium from the common rail 2, which drives the electric unit 18 which forms the generator at this time.

The same applies to the hydraulic device as long as the electric unit is connected to the hydraulic device 7 as well. In this case, in the closed coupling 13 and the closed coupling 11 via the transmission 12 functioning as a deceleration device, torque is applied to the motor shaft by means of a hydraulic device 7 acting as a motor. It is also conceivable here to release the crankshaft 10. The coupling 11 can in this case be formed with an overrunning clutch.

It is of course conceivable to supply the pressure medium to the common rail via at least one pump which can be driven by the motor not only at start-up but also at low load ranges. This embodiment forms the basis of FIG. 3. In this embodiment, next to the hydraulic device 8 which can be driven by a drive device which can be operated by exhaust gas, a hydraulic device 9 which can be connected with the electric unit 18 is provided. A hydraulic device 7, which can be driveably connected with the shaft of the engine 1, is not necessary here.

In the embodiment shown in FIG. 3, the hydraulic device 9 is supplied to a corresponding electric unit 18 which acts as an electric motor at the start of the engine 1 and in the small load range, in order to supply the pressure medium to the common rail 2. Can be driven by. The hydraulic device 8 can in this case be actuated as an energy consuming device which is passivated or which rests on the common rail 2. The energy usage device functions as a hydraulic motor, which is connected to the drive device, which can be actuated by the exhaust gas, to a deceleration device 16 and / or another unit, as the case may be, in a drive tension. For example, it may be connected to the corresponding electrical unit 28.

The pressure medium supply of the common rail in the heavy load range is taken over from the hydraulic device 8 which can be driven by a drive device which can be operated by exhaust gas. As long as there is an electrical unit 28, the electrical unit can be directly connected with a hydraulic device 8 which functions as a pump. The hydraulic device 9 can in this case be operated as a hydraulic motor which stops operation or is mainly supplied with a pressure medium from the common rail 2, which can drive the electric unit 18, wherein the electric unit Functions as a generator.

It is of course conceivable to have only one hydraulic device which cooperates with the electric unit which can be operated as an electric motor, where the hydraulic device can form a pump which can be driven by the electric motor. Thus, the electrical unit 28 can be omitted. However, it is also conceivable to adhere to this electrical unit 28, which is connected to the hydraulic device 8, and to omit the hydraulic device 9 together with the electrical unit 18. This results in the simplest structure comprising a drive device which can only be operated by exhaust gas and a hydraulic device that can be connected with the corresponding electrical unit.

The underlying embodiment of FIG. 4 is distinguished from the embodiment according to FIG. 1, since the hydraulic devices 7, 8, 9, each of which are connected to different drive sources, are each provided in several productions. . In FIG. 4, one hydraulic device 7 is connected to each outlet of the speed increasing device 12. Here, the speed reduction device 12, which is preferably formed of an epicyclic gear, has four outlets. Four hydraulic devices 7 are thus provided, which are coupled to the common rail 21 via respective corresponding pressure pipes 21 which comprise check valves 24 to freely variable check valves 24a. do. In this case, therefore, the four hydraulic devices 7 can be driven using the engine 1. When the coupling 11 is loosened, the four hydraulic devices 7 are operatively connected to each other via the speed increasing device 12, so that one hydraulic device or a group of hydraulic devices 8 can drive the other hydraulic devices. Can and vice versa.

The deceleration device 16 can likewise comprise a plurality of outlets, wherein a hydraulic device 8 can be connected to each outlet. In the illustrated embodiment, the deceleration device 16 has two outlets. Thus, two hydraulic devices are provided, which are each engaged with the common rail 2 via corresponding pressure pipes 22 including a freely variable check valve 24a. Thus here two hydraulic devices 8 can be driven using a drive device which can be operated by exhaust gas and vice versa.

Each hydraulic device 8 can be connected with an electrical unit 28 which can be directly connected with the hydraulic device. In addition to, or alternatively to, the electrical unit 28, two other electrical units 18 are provided, which are connected to two hydraulic devices 9, each of which has a check valve (e. G. It is connected to the common rail 2 via a pressure pipe 23 having 24a.

The four hydraulic devices 7 are activated jointly or individually or in relatively small groups. Likewise, the two hydraulic devices 8, 9 can be activated individually or in pairs. With regard to the driving method or the driving possibilities, the same applies to FIG. 1. Only one hydraulic device 7 or multiple hydraulic devices 7, only one hydraulic device 8 or multiple hydraulic devices 8 and one hydraulic device 9 or multiple hydraulic devices 9, respectively Is only a criterion that can be activated. By arranging the hydraulic device several times as here, it is also possible to gradually shut down each of the hydraulic devices which preferably act equally.

The electrical units 18 and 28 have two connections in the embodiment shown and one of the two connections can be connected with hydraulic devices 9 and 8 which are respectively connected via couplings 19 and 27. . The second connection is connectable with another unit which can be selectively driven via couplings 29 and 30 which are respectively connected. Here, it may mean an auxiliary fan which is required for several times of supply, for example for reasons of stability.

These two auxiliary fans 31 shown in FIG. 5 can each be connected with the electrical units 18, 28 of FIG. 4 by coupling. It goes without saying that an auxiliary fan of this kind can also be provided in the embodiment according to FIGS. 1 to 3. In the underlying embodiment of FIG. 5, the auxiliary fans 31 can each be connected with the electrical unit of FIG. 4 by one coupling 29. The auxiliary fan 31 is used to sufficiently supply air to the air supply distribution pipe 5 even when the turbocharger 6 should be omitted. In FIG. 5 the air supply distribution pipe 5 is shown in double for a clear view, namely once in the engine 1 and in the schematic enlarged form next to the motor.

Usually the compressor of the turbocharger 6 takes in air through a filter, the air is compressed in the compressor, cooled in a subsequent cooler and supplied to the air supply distribution pipe via a charge air line 32. It is supplied to (5). A check valve 33 is opened in the air supply line 32 that opens toward the air supply distribution pipe 5. To the check valve 33 arranged in the air supply line 32, two bypass loops 32a are connected. These two bypass loops branch from the air supply line 32 above the check valve 33 and into the air supply line 32 below the check valve 33. One auxiliary fan 32 is arranged for each bypass loop 32a. Check valves 33a opening toward the air supply distribution pipe 5 are each arranged after the auxiliary fan. In addition to this, or alternatively likewise a check valve 33b, which is open to the air supply distribution pipe 5, may also be arranged in front of the auxiliary fan 31.

As long as the turbocharger 6 is operated, at the same time, the operation of the auxiliary fan 31 shifted to suit the flow can be stopped. For this purpose the coupling, which is connected to the auxiliary fan 31, in the illustrated embodiment, the coupling 29 is opened. The small part flow of the air supply supplied from the compressor of the turbocharger 6 also passes through the auxiliary fan 31 in this driving method. This displaces the auxiliary fan and protects the bearing of the auxiliary fan 31. As soon as the turbocharger is deactivated, the activity of the auxiliary fan 31 is automatically promoted. For this purpose, the couplings which are respectively connected, here the coupling 29, are closed. In this way, the auxiliary fan 31, which can be electrically or hydraulically driven, can in this case suck the necessary air through a branch of the air supply pipe 32 located above the check valve 33. At this time, since the air is sucked through a filter arranged in front of the compressor of the turbocharger 6, it is not necessary to connect a separate filter to the auxiliary fans (31). The air sucked in this way is sucked through a compressor of the turbocharger 6 and a charge air cooler arranged after the turbocharger. However, it is of course conceivable to connect a separate air intake with the filter to the auxiliary fan 31.

Two auxiliary fans 31 can be driven simultaneously. Nevertheless, the size of the auxiliary fan 31 is preferably determined such that each auxiliary fan 31 can also independently provide the required air supply amount. This further increases the stability. In this way, it is possible to prepare one auxiliary fan 31 for each emergency.

6 and 7 show two possibilities for obtaining excess exhaust gas energy for driving at least one hydraulic device 8, as already mentioned above. In the case of the embodiment according to FIG. 6, the excess power is transmitted directly from the turbocharger 6. The turbocharger has a shaft 35 in a well known manner. The turbine 36, which can be operated by the exhaust gas from the exhaust gas collection pipe 4, and a compressor for sucking and compressing air through the air filter 37 and supplying it to the air supply distribution pipe 5, Received on the shaft. In this case, the shaft 35 is operably connected with the speed reduction device 16, and a coupling 17 may be provided in this drive connection. As a result of the direct tapping of the turbocharger 6 for inducing excess power, as is the basis of FIG. 6, a particularly simple structure arises.

In the case of the embodiment according to FIG. 7, as already mentioned above, for the utilization of excess exhaust gas energy, there is provided an exhaust gas turbine 14 which is additionally present for the turbocharger 6, the exhaust gas turbine being a deceleration device It may be operably connected to (16) or via a coupling (17). The turbine 36 and the exhaust gas turbine 14 of the turbocharger 6 are shifted at the same time as far as the exhaust gas enters. To this end, the corresponding exhaust gas lines 39, 39a branching from the exhaust gas collection pipe 4 can be connected to the two turbines. In the example shown, only one exhaust gas line 39 branching from the exhaust gas collection pipe 4 is provided. The exhaust gas line 39 leads to the turbine 36 of the turbocharger 6, and the exhaust gas line 39a which is connected to the exhaust gas turbine 14 branches off from the exhaust gas line 39. The valve 40 arranged in the exhaust gas line 39a may be formed as an electrically adjustable magnetic sliding valve, and the exhaust gas line 39a connected to the exhaust gas turbine 14 may have a magnet sliding. It can be opened to closed by a valve. Valve 40 opens as soon as excess exhaust energy is generated. Previously, the exhaust gas turbine 14 is stationary, which may be caused by the corresponding shifting of the couplings 15, 17.

However, during the driving phase the exhaust gas turbine 14 is driven through a hydraulic system 8 which is each connected with insufficient excess exhaust gas energy and for the compression of additional air supply which can be supplied into the air supply distribution pipe 5 as a compressor. You can think of it as well. In this case, the exhaust gas turbine 14 must be formed to enable two methods of operation (turbine and compressor). The exhaust gas turbine 14 is preferably formed in this case as a radial-flow turbine. It is of course also necessary to have a suction pipe and a pressure pipe with suitable valves.

The large engine according to the present invention can carry out simple and inexpensive pressure supply of the common rail in the large engine.

Claims (20)

Devices operable by hydraulic actuators such as discharge valves, injection devices, and at least one hydraulic unit functioning as a pump (7, 8, 9) A large motor, in particular a two-stroke large diesel engine, comprising a common rail 2 capable of supplying a pressure medium by means of which the hydraulic actuator is connected to the common rail; stroke large diesel motor), At least at a capacity range, at least one hydraulic device 8 connected to the common rail 2 and forming a pump is driven by a drive device operable by an exhaust gas. Can be driven Large engine, characterized in that. The method of claim 1, When using a turbocharger 6, at least one hydraulic device 8 connected with the common rail 2 for compression of charge air is provided with a shaft of the turbocharger 6. A large engine, which can be operably connected with 35). The method of claim 1, In addition to the turbocharger, at least one hydraulic system 8 having an exhaust gas turbine 14 which is driven by exhaust gas and connected to the common rail 2 is operably driven. A large engine, which can be connected to the turbine. The method of claim 3, Large engine, characterized in that the exhaust gas turbine (14) and the turbine (36) of the turbocharger (7) are simultaneously shifted in conjunction with the inflow of exhaust gas. The method according to any one of claims 1 to 4, Large engine, characterized in that at least one hydraulic device (9, 7) can be connected to the common rail (2) as another energy consuming device in addition to the hydraulic actuator at least in the heavy load range of the engine (1). The method according to any one of claims 1 to 5, At least one part of the hydraulic devices 7, 8, 9 connected with the common rail 2 is formed of a rotary piston machine, and the rotary piston mechanism is pressurized by the common rail 2. A large engine, which functions as a hydraulic motor in the presence of pressurization and forms a drive for the corresponding devices. The method of claim 6, At the connection between the hydraulic devices 7, 8, 9 and the common rail 2, which can be operated as a hydraulic motor movable by the common rail 2, check valves 24a freely shifted, respectively. Large engine, characterized in that arranged. The method according to any one of claims 1 to 7, At least one hydraulic device 9, 8, which can be driven by a drive device operable independently of the exhaust gases, is connected to the common rail 2 for at least start and / or low load ranges. Large organ made with. The method of claim 8, At least one hydraulic device 9, 8 can be operably connected with the electric units 18, 28, which electric unit can be driven as an electric motor. . The method of claim 9, At least one part of the hydraulic devices 9, 8 operably connectable with the electrical units 18, 28 may be connected to the common rail 2 as an energy use device, wherein the hydraulic devices 9, 8 are hydraulic A large engine, functioning as a motor, wherein the electric unit (18, 28) functions as a generator capable of being driven by the electric unit. The method according to any one of claims 1 to 10, Large engine, characterized in that at least one hydraulic device (7) connected with the common rail (2) can be operatively connected with the shaft (10) of the engine (1). The method according to any one of claims 1 to 11, A large engine characterized in that a reduction gear 16 is arranged next to the drive device operable by the exhaust gas, the reduction device having at least one exit which can be connected to the hydraulic device 8. . The method of claim 12, Said deceleration device (16) is characterized in that it has a plurality of outlets, each of which is connected to a hydraulic device (8). The method of claim 11, A speed increaser (12) is arranged after the motor shaft (10), the speed increaser having at least one outlet connectable to the hydraulic device (7). The method of claim 14, Large engines, characterized in that the speed increasing device (12) has a plurality of outlets, each connected to a hydraulic device (7). The method according to claim 12 and 14, Large engine, characterized in that one coupling (17, 11) is arranged in front of the entrance of one or both of the deceleration device (16) and the speed increasing device (12). The method according to any one of claims 1 to 16, A large engine, characterized in that an electrical unit (28), which can be selectively operated as an electric motor or a generator, is connected to at least one hydraulic device (8) that can be driven by a drive device operable by exhaust gas. The method according to any one of claims 1 to 17, The large engine, characterized in that the hydraulic device (7, 8, 9) can be connected with a drive device connected by the coupling (13, 15, 19, 27) or with drive devices connected respectively. The method according to any one of claims 3 to 18, Either or both of the exhaust gas turbine 14 and the turbocharger 6, which are mainly formed as axial flow turbines, are connected to the common rail 2 and function as a motor at a load range. Large engine, characterized in that it can be driven by one or more hydraulic device (8). The method according to any one of claims 1 to 19, At least one auxiliary fan 31 connected to a charge air accumulator 5, the auxiliary fan being driven by an electrical unit 18, 28 which functions as an electric motor, the electrical The unit is characterized in that one end is connectable with the auxiliary fan 31 and the other end is operably connected with the hydraulic devices 9, 8 which operate the common rail 2 by the pressure medium in the low load region. Large organ.

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