WO2013076367A1 - Reciprocating engine and engine block - Google Patents

Reciprocating engine and engine block Download PDF

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Publication number
WO2013076367A1
WO2013076367A1 PCT/FI2012/051147 FI2012051147W WO2013076367A1 WO 2013076367 A1 WO2013076367 A1 WO 2013076367A1 FI 2012051147 W FI2012051147 W FI 2012051147W WO 2013076367 A1 WO2013076367 A1 WO 2013076367A1
Authority
WO
WIPO (PCT)
Prior art keywords
inlet air
air receiver
engine
cylinders
main inlet
Prior art date
Application number
PCT/FI2012/051147
Other languages
French (fr)
Inventor
Arto JÄRVI
Daniel HÄGGBLOM
Original Assignee
Wärtsilä Finland Oy
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 Wärtsilä Finland Oy filed Critical Wärtsilä Finland Oy
Priority to EP12810318.1A priority Critical patent/EP2783098B1/en
Priority to BR112014012373-0A priority patent/BR112014012373B1/en
Priority to CN201280054568.0A priority patent/CN103946532B/en
Priority to KR1020147016472A priority patent/KR101996242B1/en
Publication of WO2013076367A1 publication Critical patent/WO2013076367A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10045—Multiple plenum chambers; Plenum chambers having inner separation walls
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/02—Other fluid-dynamic features of induction systems for improving quantity of charge
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10288—Air intakes combined with another engine part, e.g. cylinder head cover or being cast in one piece with the exhaust manifold, cylinder head or engine block
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/116—Intake manifolds for engines with cylinders in V-arrangement or arranged oppositely relative to the main shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/165—Marine vessels; Ships; Boats

Definitions

  • the invention relates to a reciprocating engine, which comprises an engine block having cylinders and an inlet channel for conducting inlet air into the cylinders.
  • the invention also relates to an engine block of a reciprocating engine.
  • inlet air pressure pulsation takes place in inlet channels of reciprocating engines.
  • inlet air pressure pulsation may move the operating point of the turbocharger repeatedly to the surging area, which impedes the operation of the turbocharger and thus adversely affects the operation of the engine.
  • the pulsation of pressure in the inlet channel has an adverse effect on the filling of the cylinders. That is because the pressure level in the vicinity of each inlet valve fluctuates, and the amount of air remaining in the cylinder is ruled by the local pressure level when the inlet valve closes.
  • the local pressure level may vary considerably, specifically in turbocharged engines.
  • An object of the present invention is to reduce the pressure pulsation in an inlet channel of a reciprocating engine.
  • a reciprocating engine comprises an engine block having cylinders and an inlet channel for conducting inlet air into the cylinders.
  • the inlet channel is provided with a main inlet air receiver and an auxiliary inlet air receiver.
  • the auxiliary inlet air receiver is arranged downstream of the main inlet air receiver and upstream from the cylinders.
  • the auxiliary inlet air receiver is in fluid communication with the main inlet air receiver through at least one connecting channel, which passes between two consecutive cylinders.
  • a main inlet air receiver for inlet air is arranged in the engine block, and connecting channels for discharging inlet air from the main inlet air receiver are connected to the main inlet air receiver, which connecting channels are arranged in the engine block between consecutive cylin- ders.
  • the auxiliary inlet air receiver dampens pressure pulsation in the inlet channel. Consequently, the filling of the cylinders can be improved and the turbocharger surging reduced if the engine is turbocharged.
  • the cylinders are arranged in two banks and the inlet air channel is provided with two auxiliary inlet air receivers, which are arranged downstream of the main inlet air receiver and upstream of the cylinders.
  • Each of the cylinder banks is provided with a separate auxiliary inlet air receiver.
  • inlet air pressure pulsation can be effectively reduced in an engine, where the cylinders are arranged in a V-shaped configuration.
  • the main inlet air receiver is arranged between the cylinder banks.
  • the auxilia- ry inlet air receivers can be placed on the opposite sides of the cylinder banks relative to the main inlet air receiver and the exhaust channel(s) between the cylinder banks.
  • This embodiment provides a compact arrangement, which does not require extra space in the cross direction of the engine. Further, it is safer to place the hot exhaust channel (s) between the cylinder banks.
  • Figure 1 shows schematically an embodiment of a reciprocating engine according to the invention.
  • Figure 2 shows an engine block, inlet air receivers and exhaust channels of the reciprocating engine of fig. 1 , as viewed from the end of the engine block.
  • Figure 1 discloses a multi-cylinder reciprocating engine 1 .
  • the engine 1 can be a large reciprocating engine, either a two-stroke or a four-stroke engine. Large reciprocating engine refers here to such engines that can be used for instance as main and auxiliary engines in ships or in power plants for production of heat and/or electricity.
  • the engine 1 comprises an engine block 2 having cylinders 3 arranged in two banks 4 in a V-configuration. Typically, the engine 1 comprises 6-24 cylinders 3.
  • the reciprocating engine 1 comprises an inlet channel 5 for conducting inlet air into the cylinders 3.
  • the engine 1 can be turbocharged 8 in one or more stages. In the embodiment of fig. 1 the engine is turbocharged in one stage and provided with one turbocharger 8 but, if necessary, each cylinder bank 4 may be provided with a separate turbocharger 8.
  • the inlet channel 5 is provided with a main inlet air receiver 6 and two auxiliary inlet air receivers 7.
  • the main and auxiliary inlet air receivers are tanks that are designed for compressed air systems and used both to store the compressed air and to permit pressure to be equalized in the inlet channel 5.
  • the main inlet air receiver 6 is arranged downstream of the turbocharger 8.
  • the auxiliary inlet air receivers 7 are arranged downstream of the main inlet air receiver 6 and upstream of the cylinders 3. Each of the cylinder banks 4 is provided with a separate auxiliary inlet air receiver 7.
  • the volume of the main inlet air re- ceiver 6 is larger than the volumes of the auxiliary inlet air receivers 7. Both the main inlet air receiver 6 and the auxiliary inlet air receivers 7 are elongated and parallel to the cylinder banks 4.
  • the inner diameter of the auxiliary inlet air receiver 7 is 0.45-0.65 times the inner diameter of the cylinder 3.
  • the main inlet air receiver 6 is located between the cylinder banks 4.
  • the main inlet air receiver 6 is arranged in the engine block 2.
  • the main inlet air receiver 6 can be integral with the engine block 2.
  • the main inlet air receiver 6 can thus be inside a casting that forms the engine block 2, or the engine block 2 can form some of the walls of the main inlet air receiver 6.
  • the auxiliary inlet air receivers 7 are placed on the opposite sides of the cylinder banks 4 relative to the main inlet air receiver 6 (i.e. outside the V formed by the cylinder banks 4).
  • the auxiliary inlet receivers 7 and the main inlet receiver 6 are thus on the opposite sides of the middle axis of the cylinders 3.
  • the auxiliary inlet air receivers 7 can be mounted on the engine block 2.
  • the auxiliary inlet air receivers 7 are in flow communication with the main inlet air receiver 6 through connecting channels 9, which are located between the cylinders 3. Each connecting channel 9 passes between two consecutive cylinders 3 of the cylinder bank 4.
  • each connecting channel 9 comprises a portion 9a that is in the engine block 2.
  • the portion 9a of those connecting channels 9 that are not at the ends of the engine 1 pass between two adjacent cylinders of the cylinder bank 4.
  • the auxiliary inlet air receivers 7 are closed at both ends.
  • the reciprocating engine 1 comprises two exhaust channels 10 for discharging exhaust gas from the cylinders 3. Each of the cylinder banks 4 is provided with a separate exhaust channel 10.
  • the exhaust channels 10 are arranged between the cylinder banks 4.
  • the exhaust channels 10 can be mounted on the engine block 2. In the embodiment shown in the drawings the exhaust channels 10 are placed on both sides of the main inlet air receiver 6. Additionally, the exhaust channels 10 are located above the main inlet air receiver 6.
  • the exhaust channels 10 are parallel to the cylinder banks 4. Instead of two exhaust channels, the engine 1 may comprise only one exhaust channel 10, to which the cylinders 3 of both banks 4 are connected.
  • Each cylinder 3 is provided with a separate cylinder head 1 1 having an intake port 12 for conducting inlet air into the cylinder 3 and an exhaust port 13 for discharging exhaust gas from the cylinder 3.
  • the cylinder head 1 1 is a cross flow design where the inlet of the intake port 12 and the outlet of the exhaust port 13 are on the opposite sides of the cylinder head 1 1.
  • the auxiliary inlet air receiver 7 is connected to the intake port inlets and the exhaust channel 10 to the exhaust port outlets.
  • the auxiliary inlet air receiver 7 and the exhaust channel 10 are placed on the opposite sides of the cylinder head 1 1.
  • the combined cross-sectional flow area of the connecting channels 9 connected to the auxiliary inlet air receiver 7 is equal to or greater than that of the intake ports 12, to which said auxiliary inlet air receiver 7 is connected.
  • inlet air pressure is increased by the turbocharger 8. Thereafter, the inlet air is conducted into the main inlet air receiver 6, from which inlet air is conducted through connecting channels 9 into the auxiliary inlet air receivers 7. From the auxiliary inlet air receivers 7 inlet air is conducted through the intake ports 12 into the cylinders 3. Exhaust gas is discharged from the cylinders 3 through the exhaust ports 13 into the exhaust channels 10. Thereafter, exhaust gas is conducted through exhaust channel(s) 10 into the turbocharger 8.
  • the reciprocating engine 1 can be an in-line engine having cylinders arranged in a single bank.
  • the inlet channel is provided with a main inlet air receiver and an auxiliary inlet air receiver.
  • the auxiliary inlet air receiver is arranged downstream of the main inlet air receiver and upstream of the cylinders.
  • the main inlet air receiver and the auxiliary inlet air receiver can be placed on opposite sides of the cylinder line and arranged in flow communication through connecting chan- nels, which are arranged between the cylinders.
  • the engine is provided with one exhaust channel, which can be placed on the same side of the cylinder bank as the main inlet air receiver. In other respects, the embodiment corresponds to that described above.

Abstract

A reciprocating engine (1), comprising an engine block (2) having cylinders (3) and an inlet channel (5) for conducting inlet air into the cylinders (3). The inlet channel (5) is provided with a main inlet air receiver (6) and at least one auxiliary inlet air receiver (7), which auxiliary inlet air receiver (7) is arranged downstream of the main inlet air receiver (6) and upstream of the cylinders (3).

Description

Reciprocating engine and engine block
The invention relates to a reciprocating engine, which comprises an engine block having cylinders and an inlet channel for conducting inlet air into the cylinders. The invention also relates to an engine block of a reciprocating engine.
It is known that inlet air pressure pulsation takes place in inlet channels of reciprocating engines. For example in turbocharged reciprocating engines inlet air pressure pulsation may move the operating point of the turbocharger repeatedly to the surging area, which impedes the operation of the turbocharger and thus adversely affects the operation of the engine. Moreover, the pulsation of pressure in the inlet channel has an adverse effect on the filling of the cylinders. That is because the pressure level in the vicinity of each inlet valve fluctuates, and the amount of air remaining in the cylinder is ruled by the local pressure level when the inlet valve closes. The local pressure level may vary considerably, specifically in turbocharged engines.
An object of the present invention is to reduce the pressure pulsation in an inlet channel of a reciprocating engine.
This object can be achieved as set out in claim 1 . A reciprocating engine according to the invention comprises an engine block having cylinders and an inlet channel for conducting inlet air into the cylinders. The inlet channel is provided with a main inlet air receiver and an auxiliary inlet air receiver. The auxiliary inlet air receiver is arranged downstream of the main inlet air receiver and upstream from the cylinders. The auxiliary inlet air receiver is in fluid communication with the main inlet air receiver through at least one connecting channel, which passes between two consecutive cylinders. In an engine block according to the invention, a main inlet air receiver for inlet air is arranged in the engine block, and connecting channels for discharging inlet air from the main inlet air receiver are connected to the main inlet air receiver, which connecting channels are arranged in the engine block between consecutive cylin- ders.
The auxiliary inlet air receiver dampens pressure pulsation in the inlet channel. Consequently, the filling of the cylinders can be improved and the turbocharger surging reduced if the engine is turbocharged.
According to an embodiment of the invention the cylinders are arranged in two banks and the inlet air channel is provided with two auxiliary inlet air receivers, which are arranged downstream of the main inlet air receiver and upstream of the cylinders. Each of the cylinder banks is provided with a separate auxiliary inlet air receiver. In this embodiment inlet air pressure pulsation can be effectively reduced in an engine, where the cylinders are arranged in a V-shaped configuration.
According to another embodiment of the invention, in V-shaped cylinder configuration the main inlet air receiver is arranged between the cylinder banks. The auxilia- ry inlet air receivers can be placed on the opposite sides of the cylinder banks relative to the main inlet air receiver and the exhaust channel(s) between the cylinder banks. This embodiment provides a compact arrangement, which does not require extra space in the cross direction of the engine. Further, it is safer to place the hot exhaust channel (s) between the cylinder banks.
In the following the invention will be described by way of an example with reference to the accompanying drawings, in which
Figure 1 shows schematically an embodiment of a reciprocating engine according to the invention. Figure 2 shows an engine block, inlet air receivers and exhaust channels of the reciprocating engine of fig. 1 , as viewed from the end of the engine block. Figure 1 discloses a multi-cylinder reciprocating engine 1 . The engine 1 can be a large reciprocating engine, either a two-stroke or a four-stroke engine. Large reciprocating engine refers here to such engines that can be used for instance as main and auxiliary engines in ships or in power plants for production of heat and/or electricity. The engine 1 comprises an engine block 2 having cylinders 3 arranged in two banks 4 in a V-configuration. Typically, the engine 1 comprises 6-24 cylinders 3.
The reciprocating engine 1 comprises an inlet channel 5 for conducting inlet air into the cylinders 3. The engine 1 can be turbocharged 8 in one or more stages. In the embodiment of fig. 1 the engine is turbocharged in one stage and provided with one turbocharger 8 but, if necessary, each cylinder bank 4 may be provided with a separate turbocharger 8. The inlet channel 5 is provided with a main inlet air receiver 6 and two auxiliary inlet air receivers 7. The main and auxiliary inlet air receivers are tanks that are designed for compressed air systems and used both to store the compressed air and to permit pressure to be equalized in the inlet channel 5. The main inlet air receiver 6 is arranged downstream of the turbocharger 8. The auxiliary inlet air receivers 7 are arranged downstream of the main inlet air receiver 6 and upstream of the cylinders 3. Each of the cylinder banks 4 is provided with a separate auxiliary inlet air receiver 7. The volume of the main inlet air re- ceiver 6 is larger than the volumes of the auxiliary inlet air receivers 7. Both the main inlet air receiver 6 and the auxiliary inlet air receivers 7 are elongated and parallel to the cylinder banks 4. The inner diameter of the auxiliary inlet air receiver 7 is 0.45-0.65 times the inner diameter of the cylinder 3. The main inlet air receiver 6 is located between the cylinder banks 4. The main inlet air receiver 6 is arranged in the engine block 2. The main inlet air receiver 6 can be integral with the engine block 2. The main inlet air receiver 6 can thus be inside a casting that forms the engine block 2, or the engine block 2 can form some of the walls of the main inlet air receiver 6. The auxiliary inlet air receivers 7 are placed on the opposite sides of the cylinder banks 4 relative to the main inlet air receiver 6 (i.e. outside the V formed by the cylinder banks 4). The auxiliary inlet receivers 7 and the main inlet receiver 6 are thus on the opposite sides of the middle axis of the cylinders 3. The auxiliary inlet air receivers 7 can be mounted on the engine block 2. The auxiliary inlet air receivers 7 are in flow communication with the main inlet air receiver 6 through connecting channels 9, which are located between the cylinders 3. Each connecting channel 9 passes between two consecutive cylinders 3 of the cylinder bank 4. Part of the connecting channels 9 can extend above the cylinders 3, in which case those parts of the connecting channels 9 are between the extensions of the cylinders 3. Additionally, connecting channels 9 may be arranged at one or at both ends of the cylinder banks 4. The connecting channels 9 can be arranged at least partly in the engine block 2. In figure 2, each connecting channel 9 comprises a portion 9a that is in the engine block 2. The portion 9a of those connecting channels 9 that are not at the ends of the engine 1 pass between two adjacent cylinders of the cylinder bank 4. The auxiliary inlet air receivers 7 are closed at both ends.
The reciprocating engine 1 comprises two exhaust channels 10 for discharging exhaust gas from the cylinders 3. Each of the cylinder banks 4 is provided with a separate exhaust channel 10. The exhaust channels 10 are arranged between the cylinder banks 4. The exhaust channels 10 can be mounted on the engine block 2. In the embodiment shown in the drawings the exhaust channels 10 are placed on both sides of the main inlet air receiver 6. Additionally, the exhaust channels 10 are located above the main inlet air receiver 6. The exhaust channels 10 are parallel to the cylinder banks 4. Instead of two exhaust channels, the engine 1 may comprise only one exhaust channel 10, to which the cylinders 3 of both banks 4 are connected.
Each cylinder 3 is provided with a separate cylinder head 1 1 having an intake port 12 for conducting inlet air into the cylinder 3 and an exhaust port 13 for discharging exhaust gas from the cylinder 3. The cylinder head 1 1 is a cross flow design where the inlet of the intake port 12 and the outlet of the exhaust port 13 are on the opposite sides of the cylinder head 1 1. The auxiliary inlet air receiver 7 is connected to the intake port inlets and the exhaust channel 10 to the exhaust port outlets. The auxiliary inlet air receiver 7 and the exhaust channel 10 are placed on the opposite sides of the cylinder head 1 1. The combined cross-sectional flow area of the connecting channels 9 connected to the auxiliary inlet air receiver 7 is equal to or greater than that of the intake ports 12, to which said auxiliary inlet air receiver 7 is connected.
When the engine 1 is running, inlet air pressure is increased by the turbocharger 8. Thereafter, the inlet air is conducted into the main inlet air receiver 6, from which inlet air is conducted through connecting channels 9 into the auxiliary inlet air receivers 7. From the auxiliary inlet air receivers 7 inlet air is conducted through the intake ports 12 into the cylinders 3. Exhaust gas is discharged from the cylinders 3 through the exhaust ports 13 into the exhaust channels 10. Thereafter, exhaust gas is conducted through exhaust channel(s) 10 into the turbocharger 8.
The invention may have embodiments deviating from those described above. The reciprocating engine 1 can be an in-line engine having cylinders arranged in a single bank. In this embodiment, the inlet channel is provided with a main inlet air receiver and an auxiliary inlet air receiver. The auxiliary inlet air receiver is arranged downstream of the main inlet air receiver and upstream of the cylinders. The main inlet air receiver and the auxiliary inlet air receiver can be placed on opposite sides of the cylinder line and arranged in flow communication through connecting chan- nels, which are arranged between the cylinders. The engine is provided with one exhaust channel, which can be placed on the same side of the cylinder bank as the main inlet air receiver. In other respects, the embodiment corresponds to that described above.

Claims

Claims
1. A reciprocating engine (1 ), comprising an engine block (2) having cylinders (3), and an inlet channel (5) for conducting inlet air into the cylinders (3), the inlet channel (5) being provided with a main inlet air receiver (6) and at least one auxiliary inlet air receiver (7), which auxiliary inlet air receiver (7) is arranged downstream of the main inlet air receiver (6) and upstream of the cylinders (3), characterized in that the auxiliary inlet air receiver (7) is in fluid communication with the main inlet air receiver (6) through at least one connecting channel (9), which passes between two consecutive cylinders (3).
2. The reciprocating engine (1 ) according to claim 1 , characterized in that the cylinders (3) are arranged in two banks (4), and that the inlet channel (5) is provided with two auxiliary inlet air receivers (7), which are arranged downstream of the main inlet air receiver (6) and upstream of the cylinders (3), and that each of the cylinder banks (4) is provided with a separate auxiliary inlet air receiver (7).
3. The reciprocating engine (1 ) according to claim 2, characterized in that the main inlet air receiver (6) is located between the cylinder banks (4).
4. The reciprocating engine (1 ) according to claim 3, characterized in that the auxiliary inlet air receivers (7) are placed on the opposite sides of the cylinder banks (4) relative to the main inlet air receiver (6).
5. The reciprocating engine (1 ) according to any of the preceding claims, characterized in that the main inlet air receiver (6) is arranged in the engine block (2).
6. The reciprocating engine (1 ) according to any of the preceding claims, characterized in that the main inlet air receiver (6) is integral with the engine block (2).
7. The reciprocating engine (1 ) according to any of claims 1 -5, characterized in that the main inlet air receiver (6) is separate from the engine block (2).
8. The reciprocating engine (1 ) according to any of the preceding claims, characterized in that the auxiliary inlet air receiver(s) (7) is/are in fluid communica- tion with the main inlet air receiver (6) through connecting channels (9), which pass between consecutive cylinders (3).
9. The reciprocating engine (1 ) according to claim 8, characterized in that the connecting channels (9) are arranged at least partly in the engine block (2).
10. The reciprocating engine (1 ) according to any of claims 2-9, characterized in that the engine (1 ) is provided with an exhaust channel (10) for discharging exhaust gas from the cylinders (3), which exhaust channel (10) is arranged between the cylinder banks (4).
1 1. The reciprocating engine (1 ) according to claim 10, characterized in that each of the cylinder banks (4) is provided with a separate exhaust channel (10) for discharging exhaust gas from the cylinders (3), which exhaust channels (10) are arranged between the cylinder banks (4).
12. The reciprocating engine (1 ) according to any of the preceding claims, characterized in that each cylinder (3) comprises a cylinder head (1 1 ) having intake port (12) for inlet air and exhaust port (13) for exhaust gas, and that an inlet of the intake port (12) and an outlet of the exhaust port (13) are arranged on the opposite sides of the cylinder head (1 1 ).
13. The reciprocating engine (1 ) according to any of the preceding claims, characterized in that the volume of the main inlet air receiver (6) is larger than the volume(s) of the auxiliary inlet air receiver(s) (7).
14. An engine block (2) of a reciprocating engine (1 ) having cylinders (3), characterized in that a main inlet air receiver (6) for inlet air is arranged in the engine block (2), and that connecting channels (9) for discharging inlet air from the main inlet air receiver (6) are connected to the main inlet air receiver (6), which connecting channels (9) are arranged in the engine block (2) between consecutive cylinders (3).
15. The engine block (2) according to claim 14, characterized in that the cylinders (3) are arranged in two banks (4), and the main inlet air receiver (6) for in- let air is arranged in the engine block (2) between the cylinder banks (4).
PCT/FI2012/051147 2011-11-22 2012-11-20 Reciprocating engine and engine block WO2013076367A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP12810318.1A EP2783098B1 (en) 2011-11-22 2012-11-20 Reciprocating engine and engine block
BR112014012373-0A BR112014012373B1 (en) 2011-11-22 2012-11-20 RECIPROCANT MACHINE AND MACHINE BLOCK
CN201280054568.0A CN103946532B (en) 2011-11-22 2012-11-20 Reciprocating engine and engine body
KR1020147016472A KR101996242B1 (en) 2011-11-22 2012-11-20 Reciprocating engine and engine block

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20116160 2011-11-22
FI20116160A FI20116160L (en) 2011-11-22 2011-11-22 PISTON ENGINE

Publications (1)

Publication Number Publication Date
WO2013076367A1 true WO2013076367A1 (en) 2013-05-30

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FI2012/051147 WO2013076367A1 (en) 2011-11-22 2012-11-20 Reciprocating engine and engine block

Country Status (6)

Country Link
EP (1) EP2783098B1 (en)
KR (1) KR101996242B1 (en)
CN (1) CN103946532B (en)
BR (1) BR112014012373B1 (en)
FI (1) FI20116160L (en)
WO (1) WO2013076367A1 (en)

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BR112014012373B1 (en) 2021-07-13
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CN103946532A (en) 2014-07-23

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