WO1994029585A1 - Procede permettant de diminuer les contraintes supplementaires dues aux vibrations en torsion affectant un arbre principal de moteur diesel deux temps de forte cylindree - Google Patents

Procede permettant de diminuer les contraintes supplementaires dues aux vibrations en torsion affectant un arbre principal de moteur diesel deux temps de forte cylindree Download PDF

Info

Publication number
WO1994029585A1
WO1994029585A1 PCT/DK1993/000380 DK9300380W WO9429585A1 WO 1994029585 A1 WO1994029585 A1 WO 1994029585A1 DK 9300380 W DK9300380 W DK 9300380W WO 9429585 A1 WO9429585 A1 WO 9429585A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
cylinders
compression
cylinder
revolutions
Prior art date
Application number
PCT/DK1993/000380
Other languages
English (en)
Inventor
Henning Lindquist
Original Assignee
Man B & W Diesel A/S
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Man B & W Diesel A/S filed Critical Man B & W Diesel A/S
Priority to JP7501198A priority Critical patent/JP2901760B2/ja
Priority to AU56936/94A priority patent/AU5693694A/en
Publication of WO1994029585A1 publication Critical patent/WO1994029585A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/06—Cutting-out cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F2007/0097—Casings, e.g. crankcases or frames for large diesel engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method of diminishing extra stresses from torsional vibrations in a main shaft connected with a propeller for a large two-stroke main engine of a ship, in which the opening and closing movements of the exhaust valves and the fuel injection into the cylinders are controlled by means of a com- puter, in which the main critical tangential pressure component of the engine causes resonant torsional vibrations in the main shaft in an interval of revol ⁇ utions wherein continuous running of the engine is prohibited but running-through is necessary, and in which the torsional stresses during the interval of revolutions may exceed a predetermined magnitude.
  • the crankshaft of the main engine is connected with the propeller through a propeller shaft and if necessary one or more intermediate shafts.
  • the crankshaft, the propeller shaft and the intermediate shafts constitute the main shaft of the engine.
  • the engine produces torsional vibrations and thus extra stresses which are superpositioned on the torsional stresses in the main shaft produced by the driving torque, and that the frequency of the torsional vibrations depends on the number of revolutions of the engine.
  • the frequency of the torsional vibrations for the dominant vibration order the so-called "main critical order”
  • the natural frequency of the main shaft may lie within an interval of revolutions which is below the point of maximum continuous rating (MCR) of the engine. The engine therefore has to run through the resonance interval to achieve normal load.
  • MCR point of maximum continuous rating
  • the engine may be provided with mechanical vibration dampers.
  • the shaft may be made so rigid that the point of resonance is moved above the point of maximum continuous rating of the engine. Both these solutions are relatively expensive, and the engine plant becomes heavier and larger.
  • the basic concepts in connection with torsional vibrations in the main shaft of an engine and known methods of diminishing such vibrations are described, for example, in the Applicant's brochure "Vibration Characteristics of Two-Stroke Low Speed Diesel Engines", 2nd edition, 1988, by L. Bryndum and S. B. Jacobsen.
  • the object of the invention is to provide another and more efficient method of diminishing the torsional stresses in the main shaft.
  • the method mentioned above is characterized in that the engine during running with increasing load through said interval of revolutions, is controlled so that the exhaust valve for at least one of the cylinders is set open during the compression stroke of the cylinder, and that at least one of the other cylinders is increased in power corresponding to the lack of power from the cylinder(s) without compres ⁇ sion.
  • the magnitude of the torsional vibrations depends on the magnitude of the individual cylinders' harmonic component of the vibration order which excitates the torsional vibrations, i.e. the so called main critical component.
  • the magnitude of the harmonic component of the individual cylinder depends on both the indicated mean pressure of the cylinder and on the compression pressure in the cylinder.
  • the compression contribution to the harmonic component is slightly larger than the contribution from the indicated mean pressure.
  • the opening of the exhaust valve during the compression stroke of the cylinder causes both the compression contribution and the mean pressure contribution to be removed, so that the cylinder in question substantially does not contribute with any harmonic component to the torsional vibration.
  • the increased effect on one or more of the other cylinders gives these cylinders a larger mean pressure and thus also larger harmonic components, but as the contribution of the mean pressure to the magnitude of the harmonic components in these cylinders takes place at the top of the compression contribution, the sum of the harmonic components of the cylinders will be smaller in total.
  • the sixth order harmonic components of the cylinders at the point of resonance may, for example, be diminished by almost 7 per cent in this manner by setting one cylinder to be compression-free and letting the other cylinders carry out the work of the compression-free cylinder.
  • At least some of the cylinders of the engine are controlled during said interval of revolutions so that every second cycle they are substantially without compression, and every second cycle yield substantially double the normal power of the cylinder at the number of revolutions in question.
  • the point of resonance will normally be at such a suitable large distance from the MCR point of the engine that the cylinders are able to yield double the power as immediately outside said interval of revolutions.
  • This method of operation offers the advantage that the average thermal load of the cylinders will be substantially constant during the passage of the point of resonance.
  • the full effect of the invention may suitably be obtained by controlling the cylinders, seen in the order of firing, to be alternatingly compression-free and double-yielding.
  • half of the compression contribu ⁇ tion of the engine to the resonance vibration is removed.
  • the exhaust valve which is set open during the compression stroke may suitably be moved to a position at such a limited distance from the valve seat that the outflowing air during the compression stroke is subject to a pressure drop varying with the vibrations at the passage of the valve seat.
  • a throttle effect over the valve seat occurs, which leads to removal of energy from the system of vibrations which excitates the tor ⁇ sional vibrations.
  • the exhaust valve may also be kept open during the expansion stroke in a position at such a limited distance from the valve seat that the inflowing air is subject to a pressure drop at the passage of the valve seat, whereby two active contributions to the damping are obtained during an engine cycle.
  • Fig. 1 illustrates a two-stroke Diesel engine
  • Fig. 2 is a diagram of the sixth order tangential pressure component on the connecting rod pin as a function of the mean pressure in the cylinder
  • Fig. 3 shows the sixth order harmonic component of the cylinders in an engine run according to the method of the invention.
  • Fig. 1 shows a large two-stroke Diesel engine of the crosshead type generally designated 1.
  • the combus ⁇ tion chamber 2 of the engine is delimited by a cylinder liner 3 and a cylinder cover 4 and a piston 5 journalled in the liner.
  • the piston Via a piston rod 6, the piston is directly con ⁇ nected with a crosshead 7 which is directly connected via a connecting rod 8 to a connecting rod pin 9 in a throw 10 of a crankshaft 11.
  • An exhaust valve 12 with associated housing 13 is mounted on the cover 4.
  • the exhaust valve is activated hydraulically by a hydraulic drive unit 14 which is controlled by an electro-mechanical valve and activated by control signals transmitted via a wire 15 from a computer 16.
  • a fuel valve 17 mounted in the cover 4 may supply atomized fuel to the combustion chamber 2.
  • a fuel pump 18 controlled by a solenoid valve and hydraulically driven supplies fuel via a pressure conduit 19 to the fuel valve in dependency of control signals received from the computer 16 via a wire 20.
  • the computer 16 is supplied with information on the current number of revolutions per minute of the engine. The number of revolutions may either be taken from the tachometer of the engine, or it may originate from an angle detector and indicator mounted on the main shaft of the engine and determining the current angular position and rotating speed of the engine for intervals constituting fractions of an engine cycle of a shaft rotation of 360°.
  • the fuel pump 18 and the drive unit 14 are activated accordingly at the moment of the engine cycle which is correct for the cylinder.
  • the engine has several cylinders which are all equipped in the above manner, and the computer 16 may control the normal operation of all cylinders.
  • the main shaft comprises the crankshaft of the engine and, if applicable, a connection shaft to the generator driven by the engine.
  • the main shaft as mentioned above, comprises the crankshaft and the propeller shaft, and any intermediate shafts, if applicable.
  • the compressive force F ⁇ transmitted via the connecting rod is resolved in Fig. 1 into a radial component F R and a tangential component F ⁇ .
  • the varying tangential forces F ⁇ on the connecting rod pins may produce resonant vibrations in the main shaft.
  • the lowest mode of natural vibration (1- node) of the shaft may receive great energy at a certain number of revolutions from the order of harmonic components of torsional vibrations which corresponds to the number of cylinders, partly because the ignition of the individual cylinders is phase displaced by exactly the period of this vibration order, partly because all the tangential force contributions for this vibration order contribute to intensify the lowest natural vibration of the shaft.
  • a six-cylindered engine will be described as an example.
  • the relation between the indicated mean pressure in a cylinder and the amplitude for the sixth order tangential component of vibration oscillations for the cylinder in question is illustrated in Fig. 2.
  • the scaling on the ordinate axis merely indicates the mutual dimensions of the amplitudes, as seen in relation to the amplitude at a mean pressure of 0 bar.
  • the indicated mean pressure is 0 bar, and it may be seen that the magnitude of the sixth order tangential component is found at point A where the amplitude magnitude K is determined by the force occurring on the piston as a result of the compression of the air in the cylinder.
  • the point of resonance for torsional vibrations in the main shaft normally occurs at an engine load where the indicated mean pressure in the cylinders is about 6 bar correspon- ding to point B on the graph in Fig. 2 where the tangential component is about 80 per cent larger than at point A and is composed of the compression contribu ⁇ tion K and the mean pressure contribution B. ⁇ .
  • the amplitude for the tangential component occurs at point C, that is at a value which is about 2.9 times higher than the value at point A.
  • the tangential component C is composed by the compression contribution K and the mean pressure contribution C__ .
  • the exhaust valve 12 When the computer 16 determines from the number of revolutions signal received via the wire 21 that the engine is entering the interval of revolutions around the point of resonance for the main shaft, the exhaust valve 12 is activated for at least one of the cylinders to be open during the compression stroke of the piston, so that there will be no build-up of pressure in the combustion chamber.
  • the connecting rod pin 9 is therefore only affected by the inertial forces from the movement of the piston 5, the piston rod 6, the crosshead 7 and the connecting rod 8, which gives a sixth order tangential component of a very small magnitude, shown at point D in Fig. 2 for the upward piston stroke, and at point D' for the downward piston stroke.
  • the computer compensates for the work of the compres ⁇ sion-free cylinder(s) by increasing the power of one or more of the other cylinders correspondingly. If a single cylinder, which should have worked at point B in Fig. 2, is set to be compression-free and the computer makes a single other cylinder yield double power, this cylinder will work at point C. Thus, a relative tangen ⁇ tial component contribution K+Bi of 1.8 is removed, while the cylinder at point C yields a contribution K+C j of 2.9, from which may be seen that the tangential components for the two cylinders together will be 0.7 less.
  • the sixth order tangential component of the individual cylinders is shown in Fig. 3 as a function of the crankshaft angle.
  • a full engine cycle corresponds to a crankshaft rotation of 360°.
  • the sixth order tangential components show six full periods.
  • the cylinders 1-4 run at normal mean pressure, while cylinder 5 runs compression-free, and cylinder 6 runs at double mean pressure. It is seen that the inertia contributions from cylinder 5 outbalance themselves, as they act alternatingly in phase and in counterphase with the tangential component contributions from the other cylinders. As explained above, the total contribution from cylinders 5 and 6 is substantially smaller than the contribution from two of the other cylinders running normally.
  • the cylinders are controlled in the normal manner.
  • the interval of revolutions with the point of resonance may be predetermined in dependency of the design of the engine plant in question and may be stored in the computer 16, which then chooses to control according to the method of the invention or in the usual manner depending on whether the actual number of revolutions of the engine is within or outside of the interval.
  • the equipment for measuring the position and speed of revolution of the main shaft may be so sensitive that the computer 16 may determine from the information received concerning the movement of the shaft whether the torsional vibrations of the shaft exceed a predetermined limit value.
  • the computer switches to controlling the engine in accordance with the method of the invention, and when the number of revolutions of the shaft has changed to a predetermined magnitude which is known from experience to be sufficiently far removed from the number of revolutions with too high a level of vibrations, the computer switches back to the normal engine control.
  • the largest value of the amplitude for a harmonic vibration around the point of resonance may be dimin ⁇ ished by introducing damping in the vibration system.
  • the torsional vibrations in the main shaft of an internal combustion engine are damped by the frictional forces occurring between the movable parts of the engine.
  • the friction damping is minimized as much as possible.
  • the method according to the invention offers an advantageous possibility of introducing in the vibration system a temporary damping which is only effective during the passage of the point of resonance and thus does not affect the efficiency of the engine at numbers of revolutions outside the resonance inter ⁇ val.
  • the exhaust valve may also be kept slightly open during the expansion stroke of the piston, so that gas from the exhaust receiver flows into the cylinder and is throttled over the valve seat.
  • the distance of the valve from the seat need not necessarily be the same for the compression stroke and the expansion stroke, respectively.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Un moteur diesel deux temps (1) de forte cylindrée destiné à un navire comporte un arbre principal composé d'un vilebrequin et d'un arbre d'hélice ainsi que d'éventuels arbres intermédiaires. Les mouvements d'ouverture et de fermeture des soupapes d'échappement (12) et l'injection de carburant dans les cylindres sont commandés par ordinateur (16). Dans l'intervalle entre deux révolutions situé autour d'un point de résonnance des vibrations en torsion concernant l'arbre principal, le moteur est commandé de façon que la soupape d'échappement (12) d'au moins un cylindre reste ouverte pendant le temps de compression du cylindre et de façon que la puissance d'au moins un des cylindres restants s'accroisse pour compenser l'absence de puissance concernant le ou les cylindres dépourvus de compression. La contribution (K) de la pression provoquée par la compression à l'ordre de vibration qui engendre des vibrations en torsion est ainsi supprimée, ce qui diminue les contraintes en torsion imposées à l'arbre principal.
PCT/DK1993/000380 1993-06-04 1993-11-19 Procede permettant de diminuer les contraintes supplementaires dues aux vibrations en torsion affectant un arbre principal de moteur diesel deux temps de forte cylindree WO1994029585A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP7501198A JP2901760B2 (ja) 1993-06-04 1993-11-19 大型２ストークディーゼルエンジンのメインシャフトにおける捩り振動による過剰な応力を減少させる方法
AU56936/94A AU5693694A (en) 1993-06-04 1993-11-19 A method of diminishing extra stresses from torsional vibrations in a main shaft for a large two-stroke diesel engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DK064893A DK170123B1 (da) 1993-06-04 1993-06-04 Fremgangsmåde til mindskning af ekstraspændinger fra torsionssvingninger i en hovedaksel til en stor totakts dieselmotor
DK0648/93 1993-06-04

Publications (1)

Publication Number Publication Date
WO1994029585A1 true WO1994029585A1 (fr) 1994-12-22

Family

ID=8095969

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DK1993/000380 WO1994029585A1 (fr) 1993-06-04 1993-11-19 Procede permettant de diminuer les contraintes supplementaires dues aux vibrations en torsion affectant un arbre principal de moteur diesel deux temps de forte cylindree

Country Status (5)

Country Link
JP (1) JP2901760B2 (fr)
CN (1) CN1043675C (fr)
AU (1) AU5693694A (fr)
DK (1) DK170123B1 (fr)
WO (1) WO1994029585A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6247449B1 (en) 1995-12-22 2001-06-19 Ab Volvo Method for reducing vibration in a vehicle and a device for accomplishment of the method
EP1435446A2 (fr) * 2003-01-02 2004-07-07 FERRARI S.p.A. Méthode de réduction des phénomènes de résonances dans une chaíne cinématique de véhicule ayant un moteur à combustion interne
WO2005124133A1 (fr) * 2004-06-17 2005-12-29 Man B & W Diesel A/S Reduction des vibrations par commande des parametres de combustion de moteurs diesels de grande taille
WO2006108438A1 (fr) * 2005-04-14 2006-10-19 Man B & W Diesel A/S Ensemble soupape d'echappement de gros moteur diesel deux temps
EP1739296A1 (fr) * 2005-06-30 2007-01-03 Wärtsilä Schweiz AG Méthode pour optimiser un paramètre de fonctionnement d'un moteur à combustion, et moteur à combustion
CN100460648C (zh) * 2005-11-17 2009-02-11 曼B与W狄赛尔公司 减少十字头式二冲程内燃机传动轴系统中过大扭转振动的方法
WO2013088643A1 (fr) * 2011-12-16 2013-06-20 川崎重工業株式会社 Dispositif de commande de réduction de contrainte de vibration de torsion, navire comprenant celui-ci et procédé de réduction de contrainte de vibration de torsion
EP3095993A1 (fr) * 2015-05-19 2016-11-23 Winterthur Gas & Diesel AG Procede de fonctionnement d'un gros moteur diesel, utilisation d'un tel procede et gros moteur diesel
CN115031978A (zh) * 2022-04-07 2022-09-09 哈尔滨工程大学 一种基于连杆瞬态应力的柴油机曲轴扭振模型标定方法

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0104383D0 (en) * 2001-02-22 2001-04-11 Psimedica Ltd Cancer Treatment
JP2003083099A (ja) * 2001-09-06 2003-03-19 Yanmar Co Ltd 内燃機関の制御方法
GB0220383D0 (en) * 2002-08-31 2002-10-09 Holset Engineering Co Mehod of reducing high cycle fatigue of turbochargers
JP6025640B2 (ja) * 2013-03-28 2016-11-16 三菱重工業株式会社 エンジンの失火時負荷制御方法およびその失火時負荷制御システム
CN104484552B (zh) * 2014-11-20 2018-04-03 哈尔滨工程大学 船用二冲程低速柴油机扫排气量计算方法
DE102015101005B4 (de) * 2015-01-23 2022-12-08 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Starten eines Kraftfahrzeugmotors sowie Motorsteuergerät zur Steuerung eines Kraftfahrzeugmotors
US10550911B2 (en) * 2015-07-22 2020-02-04 Francis A Nardella Internal combustion piston engine for aviation
JP6755901B2 (ja) * 2017-06-23 2020-09-16 エムエーエヌ・エナジー・ソリューションズ・フィリアル・アフ・エムエーエヌ・エナジー・ソリューションズ・エスイー・ティスクランド 大型ターボ過給式２ストローク圧縮着火型内燃エンジンおよび該エンジンの運転方法
JP6958490B2 (ja) * 2018-06-15 2021-11-02 トヨタ自動車株式会社 内燃機関

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB251238A (en) * 1926-02-05 1927-03-17 Eric Brown Improvements in and relating to multicylinder heavy oil engines
DE3108374C2 (de) * 1980-03-07 1983-04-28 Nissan Motor Co., Ltd., Yokohama, Kanagawa Brennkraftmaschine mit abschaltbaren Zylindern
US5090379A (en) * 1990-06-04 1992-02-25 Toyota Jidosha Kabushiki Kaisha Fuel injection device of an engine for a vehicle
WO1992014919A1 (fr) * 1991-02-19 1992-09-03 Caterpillar Inc. Fonctionnement d'un moteur dans lequel on utilise des evenements de soupapes et d'injection entierement variables
DE4126204A1 (de) * 1991-08-08 1993-02-11 Bosch Gmbh Robert Verfahren zur steuerung der kraftstoffeinspritzung in eine dieselbrennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB251238A (en) * 1926-02-05 1927-03-17 Eric Brown Improvements in and relating to multicylinder heavy oil engines
DE3108374C2 (de) * 1980-03-07 1983-04-28 Nissan Motor Co., Ltd., Yokohama, Kanagawa Brennkraftmaschine mit abschaltbaren Zylindern
US5090379A (en) * 1990-06-04 1992-02-25 Toyota Jidosha Kabushiki Kaisha Fuel injection device of an engine for a vehicle
WO1992014919A1 (fr) * 1991-02-19 1992-09-03 Caterpillar Inc. Fonctionnement d'un moteur dans lequel on utilise des evenements de soupapes et d'injection entierement variables
DE4126204A1 (de) * 1991-08-08 1993-02-11 Bosch Gmbh Robert Verfahren zur steuerung der kraftstoffeinspritzung in eine dieselbrennkraftmaschine

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0868601B1 (fr) * 1995-12-22 2003-07-16 Ab Volvo Procede d'elimination des vibrations dans un vehicule et dispositf de mise en oeuvre du procede
US6247449B1 (en) 1995-12-22 2001-06-19 Ab Volvo Method for reducing vibration in a vehicle and a device for accomplishment of the method
US7212900B2 (en) 2003-01-02 2007-05-01 Ferrari S.P.A. Method of reducing resonance phenomena in a transmission train of a vehicle internal combustion engine
EP1435446A2 (fr) * 2003-01-02 2004-07-07 FERRARI S.p.A. Méthode de réduction des phénomènes de résonances dans une chaíne cinématique de véhicule ayant un moteur à combustion interne
EP1435446A3 (fr) * 2003-01-02 2005-01-26 FERRARI S.p.A. Méthode de réduction des phénomènes de résonances dans une chaíne cinématique de véhicule ayant un moteur à combustion interne
WO2005124133A1 (fr) * 2004-06-17 2005-12-29 Man B & W Diesel A/S Reduction des vibrations par commande des parametres de combustion de moteurs diesels de grande taille
WO2005124132A1 (fr) * 2004-06-17 2005-12-29 Man B & W Diesel A/S Reduction de vibrations dans de gros moteurs diesel
KR100940528B1 (ko) * 2004-06-17 2010-02-10 맨 디젤 필리얼 아프 맨 디젤 에스이, 티스크랜드 대형 디젤 엔진의 진동 감소
CN1977099B (zh) * 2004-06-17 2010-09-01 曼B与W狄赛尔公司 十字头式大型活塞发动机的操作方法及相应构造的发动机
WO2006108438A1 (fr) * 2005-04-14 2006-10-19 Man B & W Diesel A/S Ensemble soupape d'echappement de gros moteur diesel deux temps
EP1739296A1 (fr) * 2005-06-30 2007-01-03 Wärtsilä Schweiz AG Méthode pour optimiser un paramètre de fonctionnement d'un moteur à combustion, et moteur à combustion
CN100460648C (zh) * 2005-11-17 2009-02-11 曼B与W狄赛尔公司 减少十字头式二冲程内燃机传动轴系统中过大扭转振动的方法
WO2013088643A1 (fr) * 2011-12-16 2013-06-20 川崎重工業株式会社 Dispositif de commande de réduction de contrainte de vibration de torsion, navire comprenant celui-ci et procédé de réduction de contrainte de vibration de torsion
CN103917764A (zh) * 2011-12-16 2014-07-09 川崎重工业株式会社 扭转振动应力降低控制装置、具备该装置的船舶、及扭转振动应力降低方法
EP3095993A1 (fr) * 2015-05-19 2016-11-23 Winterthur Gas & Diesel AG Procede de fonctionnement d'un gros moteur diesel, utilisation d'un tel procede et gros moteur diesel
CN115031978A (zh) * 2022-04-07 2022-09-09 哈尔滨工程大学 一种基于连杆瞬态应力的柴油机曲轴扭振模型标定方法

Also Published As

Publication number Publication date
AU5693694A (en) 1995-01-03
DK64893D0 (da) 1993-06-04
CN1094790A (zh) 1994-11-09
DK64893A (da) 1994-12-05
JPH07509767A (ja) 1995-10-26
JP2901760B2 (ja) 1999-06-07
CN1043675C (zh) 1999-06-16
DK170123B1 (da) 1995-05-29

Similar Documents

Publication Publication Date Title
WO1994029585A1 (fr) Procede permettant de diminuer les contraintes supplementaires dues aux vibrations en torsion affectant un arbre principal de moteur diesel deux temps de forte cylindree
EP1260693B1 (fr) Système de commande pour moteur à combustion interne
US6173684B1 (en) Internal combustion valve operating mechanism
US4974566A (en) Optimal swirl generation by valve control
Johansen et al. Free-piston diesel engine timing and control-toward electronic cam-and crankshaft
US7377250B1 (en) System and method for balancing an engine during cylinder cutout
US5720248A (en) Torsional tunable coupling for a diesel engine drive shaft
US5797371A (en) Cylinder-disabling control system for multi-cylinder engine
US5241939A (en) Fuel injection control system for engine
US4608952A (en) Balancer control device for multiple-cylinder four-cycle engine
KR100940528B1 (ko) 대형 디젤 엔진의 진동 감소
US4640241A (en) Fuel injection apparatus for diesel engines
CA1157381A (fr) Moteur six cylindres a deux temps et compensation de resonance
US5655508A (en) Cylinder-disabling control system for multi-cylinder engine
EP0509189B1 (fr) Moteur à combustion interne à plusieurs cylindres
JP6755901B2 (ja) 大型ターボ過給式２ストローク圧縮着火型内燃エンジンおよび該エンジンの運転方法
US6220208B1 (en) Combustion engine having a rotatable cylinder block
WO2018138007A1 (fr) Moteur à combustion interne à 4 temps en v à 20 cylindres
JP3581647B2 (ja) ２行程クロスヘッドエンジン
US6085720A (en) Process for controlling an injection valve in a fast-running fuel-injection two-stroke internal combustion engine and device for implementing it
KR100787542B1 (ko) 크로스헤드 타입의 2행정 내연기관 엔진의 샤프트 시스템의과도한 비틀림 진동 감소 방법
JP4242382B2 (ja) 内燃機関内における過剰なねじり振動を減じる方法
Pope Techniques Used in Achieving a High Specific Airflow for High-Output, Medium-Speed Diesel Engines
CN115270435A (zh) 一种考虑喷油提前角耦合作用的内燃机轴系扭振计算方法
Pavlinovica SHAFTING VIBRATION PRIMER

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AT AU BB BG BR BY CA CH CZ DE DK ES FI GB HU JP KP KR KZ LK LU LV MG MN MW NL NO NZ PL PT RO RU SD SE SK UA US UZ VN

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

122 Ep: pct application non-entry in european phase
NENP Non-entry into the national phase

Ref country code: CA