WO2015108138A1 - Moteur à crosse - Google Patents

Moteur à crosse Download PDF

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Publication number
WO2015108138A1
WO2015108138A1 PCT/JP2015/051042 JP2015051042W WO2015108138A1 WO 2015108138 A1 WO2015108138 A1 WO 2015108138A1 JP 2015051042 W JP2015051042 W JP 2015051042W WO 2015108138 A1 WO2015108138 A1 WO 2015108138A1
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WO
WIPO (PCT)
Prior art keywords
piston
rod
cylinder
crosshead
fuel
Prior art date
Application number
PCT/JP2015/051042
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English (en)
Japanese (ja)
Inventor
裕 増田
Original Assignee
株式会社Ihi
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 株式会社Ihi filed Critical 株式会社Ihi
Priority to JP2015557883A priority Critical patent/JP6137340B2/ja
Publication of WO2015108138A1 publication Critical patent/WO2015108138A1/fr

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    • 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
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • 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
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • 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
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • 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
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2360/00—Engines or pumps
    • F16C2360/22—Internal combustion engines
    • 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
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C5/00—Crossheads; Constructions of connecting-rod heads or piston-rod connections rigid with crossheads

Definitions

  • the present invention relates to a crosshead engine in which a crosshead is fixed to a piston rod.
  • a crosshead In a crosshead type engine that is widely used in marine engines, a crosshead is provided at the end of a piston rod of a piston.
  • the connecting rod connects the crosshead and the crankshaft, and the reciprocating motion of the crosshead is converted into the rotational motion of the crankshaft.
  • Patent Document 1 is such a crosshead type engine, in which a hydraulic cylinder chamber is provided in the piston head, and an oil passage communicating from one end to the other end on the piston head side is provided in the piston rod.
  • a pilot valve box Provided on the other end side of the piston rod is a pilot valve box in which a pilot valve for controlling the hydraulic pressure of the hydraulic oil supplied to the oil passage is incorporated.
  • the length of the piston is made variable by switching the hydraulic pressure in the hydraulic cylinder chamber.
  • Patent Document 2 discloses a crosshead type engine having a piston rod provided with a hydraulic shock absorbing mechanism.
  • the substantial compression ratio of the engine can be lowered by control such as delaying the closing timing of the exhaust valve.
  • the effect of suppressing abnormal combustion and the amount of NOx may be limited.
  • the present invention provides a crosshead engine that has a high durability and a simple structure, can vary the mechanical compression ratio, and can suppress abnormal combustion and NOx amount.
  • the purpose is that.
  • a crosshead type engine of the present invention includes a cylinder, a piston head that slides in the cylinder, and a piston rod having one end fixed to the piston head.
  • a crankshaft that rotates in conjunction with the reciprocating movement.
  • the piston rod connects the first rod disposed on one end side, the second rod disposed on the other end side, the first rod and the second rod, and the working fluid supplied to the inside. And a variable portion whose length in the reciprocating direction of the piston is variable depending on the pressure.
  • variable portion may be configured by a hydraulic cylinder using hydraulic oil as a working fluid.
  • the crosshead type engine of the present invention it is possible to suppress abnormal combustion and the amount of NOx by making the mechanical compression ratio variable with a highly durable and simple structure.
  • the type of engine to which the present invention is applied is not limited to the dual fuel type, the two-cycle type, and the uniflow scavenging type, and may be a crosshead type engine.
  • FIG. 1 is a diagram showing an overall configuration of a uniflow scavenging two-cycle engine 100 (crosshead engine).
  • the uniflow scavenging two-cycle engine 100 of the present embodiment is used for, for example, ships.
  • the uniflow scavenging two-cycle engine 100 includes a cylinder 110, a piston 112, a crosshead 114, a connecting rod 116, a crankshaft 118, a pilot injection valve 120, a combustion chamber 122, and an exhaust port 124.
  • the piston 112 reciprocates in the cylinder 110 through four consecutive strokes such as intake (supply), compression, combustion, and exhaust.
  • the piston 112 includes a piston head 112a that slides in the cylinder 110, and one end of a piston rod 112b is fixed to the piston head 112a.
  • a cross head 114 is fixed to the other end of the piston rod 112b, and the cross head 114 reciprocates together with the piston 112.
  • the cross head 114 is restricted from moving in a direction (left and right direction in FIG. 1) perpendicular to the stroke direction (reciprocating direction) of the piston 112 by the cross head shoe 114a.
  • the cross head 114 pivotally supports one end of the connecting rod 116.
  • the other end of the connecting rod 116 is connected to the crankshaft 118 so that the crankshaft 118 rotates with respect to the connecting rod 116.
  • the stroke in the cylinder 110 can be formed relatively long, and the side pressure acting on the piston 112 can be received by the crosshead 114. Therefore, the uniflow scavenging two-cycle engine 100 Output can be increased. Furthermore, since the cylinder 110 and a crank chamber (not shown) in which the crosshead 114 is accommodated are isolated, deterioration of the lubricating oil in the crank chamber can be prevented even when low quality fuel is used.
  • the pilot injection valve 120 is provided in the cylinder head 110a above the top dead center of the piston 112.
  • the pilot injection valve 120 injects an appropriate amount of fuel oil at a desired point in the engine cycle.
  • fuel oil is spontaneously ignited by the heat of the combustion chamber 122 surrounded by the cylinder head 110a, the cylinder liner in the cylinder block 110b, and the piston 112, and burns in a short time, so that the temperature of the combustion chamber 122 is extremely reduced. Make it high.
  • the premixed gas containing the fuel gas flowing in from the fuel injection port 134 described later can be reliably burned at a desired timing.
  • the piston 112 reciprocates mainly by the expansion pressure due to the combustion of fuel gas.
  • the pilot injection valve 120 injects a larger amount of fuel oil than the fuel oil injection amount in the gas operation mode.
  • the piston 112 reciprocates by an expansion pressure caused by combustion of fuel oil, not fuel gas.
  • the exhaust port 124 is an opening provided in the cylinder head 110 a above the top dead center of the piston 112, and is opened and closed to exhaust the exhaust gas after combustion generated in the cylinder 110.
  • the exhaust valve drive device 126 opens and closes the exhaust port 124 by sliding the exhaust valve 128 up and down at a predetermined timing. The exhaust gas exhausted through the exhaust port 124 in this way is supplied to the turbine side of a turbocharger (not shown) and then exhausted to the outside.
  • the scavenging port 130 is a hole penetrating from the inner peripheral surface (the inner peripheral surface of the cylinder block 110 b) on the lower end side of the cylinder 110 to the outer peripheral surface, and a plurality of scavenging ports 130 are provided over the entire periphery of the cylinder 110. Then, the active gas is sucked into the cylinder 110 from the scavenging port 130 in accordance with the sliding motion of the piston 112.
  • an active gas includes an oxidizing agent such as oxygen and ozone, or a mixture thereof (for example, air).
  • the scavenging chamber 132 is filled with active gas (for example, air) pressurized by a compressor of a supercharger (not shown), and the active gas is sucked from the scavenging port 130 due to the differential pressure in the scavenging chamber 132 and the cylinder 110. Is done.
  • the pressure in the scavenging chamber 132 can be substantially constant, but when the pressure in the scavenging chamber 132 changes, a pressure gauge is provided in the scavenging port 130, and the fuel gas injection amount, etc., according to the measured value, etc. Other parameters may be controlled.
  • the fuel injection ports 134 are a plurality of openings provided at predetermined intervals in the circumferential direction on the inner peripheral surface of the cylinder 110.
  • the fuel injection valve 134 a is disposed in each fuel injection port 134. In the diesel operation mode described above, the fuel injection valve 134a is not opened and fuel gas is not injected.
  • the fuel injection valve 134a receives a command from the fuel injection control unit 152 and injects, for example, fuel gas obtained by gasifying LNG (liquefied natural gas).
  • LNG liquefied natural gas
  • the fuel gas is supplied into the cylinder 110.
  • the fuel gas is not limited to LNG, and for example, gasified LPG (liquefied petroleum gas), light oil, heavy oil, or the like can be applied.
  • the rotary encoder 136 detects an angle signal indicating the rotation angle of the crankshaft 118 (hereinafter referred to as a crank angle signal).
  • the governor 150 derives the fuel injection amount based on the engine output command value and the operation mode input from the host controller and the engine speed based on the crank angle signal from the rotary encoder 136, and determines the fuel injection amount and the operation mode. Is output to the fuel injection control unit 152.
  • the fuel injection control unit 152 controls the pilot injection valve 120 and the fuel injection valve 134 a based on the fuel injection amount and information indicating the operation mode input from the governor 150 and the crank angle signal from the rotary encoder 136.
  • the exhaust control unit 154 outputs an exhaust valve operation signal to the exhaust valve driving device 126 based on the fuel injection amount from the fuel injection control unit 152, the signal relating to the operation mode, and the crank angle signal from the rotary encoder 136. .
  • the hydraulic control unit 156 controls the hydraulic pump 158 based on the operation mode input from the host control device.
  • the hydraulic pump 158 communicates with the inside of the piston rod 112b and supplies hydraulic oil to the inside of the piston rod 112b.
  • FIG. 2A and 2B are diagrams showing the operation of each control unit.
  • FIG. 2A shows a timing chart in the gas operation mode
  • FIG. 2B shows a timing chart in the diesel operation mode.
  • the exhaust control unit 154 opens the exhaust valve 128 through the exhaust valve driving device 126 (t1 shown in FIG. 2A), Subsequently, the scavenging port 130 is opened according to the sliding motion of the piston 112 (t2 shown in FIG. 2A). Then, the active gas is sucked from the scavenging port 130. The active gas rises in the cylinder 110 and pushes the exhaust gas in the combustion chamber 122 (in the cylinder 110) from the exhaust port 124.
  • the exhaust control unit 154 maintains the exhaust valve 128 in the open state, and the exhaust gas in the combustion chamber 122 (inside the cylinder 110) is continuously discharged from the exhaust port 124 by the rise of the piston 112. .
  • the fuel injection control unit 152 receives information indicating the fuel injection amount input from the governor 150, and the rotary encoder 136. Based on the engine speed derived from the crank angle signal from the engine, the fuel injection valve 134a is opened, fuel is injected into the combustion chamber 122 from the fuel injection port 134, and then the fuel injection valve 134a is closed. I speak.
  • the exhaust control unit 154 closes the exhaust valve 128 and closes the exhaust port 124 (t4 shown in FIG. 2A). Then, before the piston 112 reaches top dead center, the fuel injection control unit 152 opens the pilot injection valve 120 and injects fuel oil to induce combustion of fuel gas (t5 shown in FIG. 2A). .
  • the fuel injection control unit 152 does not open the fuel injection valve 134a. Before the piston 112 reaches top dead center, the fuel injection control unit 152 opens the pilot injection valve 120 and injects and burns fuel oil (t5 shown in FIG. 2B). At this time, the opening period of the pilot injection valve 120 is longer than the opening period of the pilot injection valve 120 in the gas operation mode, and as a result, the fuel oil injection amount increases.
  • the fuel injection control unit 152 switches the fuel to be burned in the combustion chamber 122 between the fuel oil and the fuel gas according to the operation mode.
  • the opening timing of the pilot injection valve 120 is the same in the diesel operation mode and the gas operation mode has been described (t5 shown in FIGS. 2A and 2B).
  • the opening of the pilot injection valve 120 in the diesel operation mode is performed in the gas operation mode. It may be earlier than the pilot injection valve 120 is opened.
  • an appropriate compression ratio differs between the diesel operation mode and the gas operation mode.
  • the compression ratio is variable by improving the structure of the piston rod 112b.
  • the specific structure of the piston rod 112b will be described in detail.
  • FIG. 3A and 3B are sectional views of the piston rod 112b.
  • FIG. 3A shows the piston rod 112b in a normal state
  • FIG. 3B shows the piston rod 112b in a contracted state.
  • the upper side is the side where the piston head 112a is arranged
  • the lower side is the side where the cross head 114 is arranged.
  • the piston rod 112b includes a first rod 160 and a second rod 162.
  • the first rod 160 is disposed on the piston head 112a side (one end side), and the second rod 162 is disposed on the cross head 114 side (the other end side).
  • the first rod 160 is an annular member having a through hole 160a penetrating in the axial direction of the piston rod 112b. 3A and B, the lower end surface 160b of the first rod 160 is formed with a protruding portion 160c protruding in the axial direction from the end surface 160b, and the through hole 160a is centered on the protruding portion 160c. It penetrates.
  • the second rod 162 is an annular member having a through hole 162a penetrating in the axial direction.
  • the through-hole 162a of the second rod 162 has a large-diameter portion 162c extending to the upper end surface 162b in FIGS. 3A and B, an inner diameter smaller than the large-diameter portion 162c, and from the large-diameter portion 162c in FIGS.
  • a small-diameter portion 162d continuous to the lower side is included.
  • a step surface 162e is formed at the boundary between the large diameter portion 162c and the small diameter portion 162d.
  • the inner diameter of the large-diameter portion 162c of the second rod 162 is formed slightly larger than the outer diameter of the protruding portion 160c of the first rod 160, and the protruding portion 160c of the first rod 160 is shown in FIGS. It is inserted into the large diameter portion 162c of the second rod 162 from above.
  • the hydraulic cylinder 164 includes a base portion 166 and a plunger portion 168, and connects the first rod 160 and the second rod 162.
  • the base portion 166 is a cylindrical member, and is formed with a sliding hole 166a extending in the axial direction.
  • An oil hole 166b penetrating to the outside of the base portion 166 is provided on the bottom surface (the upper end surface in FIGS. 3A and 3B) of the sliding hole 166a.
  • a hydraulic hose (not shown) is connected to the oil hole 166b and communicates with the hydraulic pump 158.
  • the plunger portion 168 is a columnar member having an outer diameter substantially equal to that of the base portion 166. 3A and B, the small-diameter portion 168a formed on the upper side of the plunger portion 168 is a portion whose outer diameter is slightly smaller than the inner diameter of the sliding hole 166a of the base portion 166. It is inserted into the sliding hole 166a from below and inside.
  • the first rod 160 is provided with a support hole 160d passing through the first rod 160 in the radial direction above the end surface 160b.
  • Two support holes 160d are provided in the radial direction of the first rod 160, and both ends of the base support portion 170 are inserted into these support holes 160d.
  • the base support portion 170 is a plate-like member, and has an insertion hole 170a through which the base portion 166 is inserted at the center thereof.
  • the base portion 166 is fixed to the base support portion 170 in a state where the base portion 166 is inserted into the insertion hole 170 a of the base support portion 170.
  • the small diameter portion 162d of the second rod 162 is provided with a support hole 162f penetrating in the radial direction.
  • Two support holes 162f are provided in the radial direction of the second rod 162, and both ends of the plunger support portion 172 are inserted into these support holes 162f, respectively.
  • the plunger support portion 172 is a plate-like member, and has an insertion hole 172a through which the plunger portion 168 is inserted at the center thereof.
  • the plunger portion 168 is fixed to the plunger support portion 172 in a state of being inserted through the insertion hole 172a of the plunger support portion 172.
  • the base portion 166 is fixed to the first rod 160 by the base support portion 170
  • the plunger portion 168 is fixed to the second rod 162 by the plunger support portion 172.
  • the hydraulic oil pressurized by the hydraulic pump 158 flows into the sliding hole 166a of the base portion 166 from the oil hole 166b, and the plunger portion 168 is pressed downward by the hydraulic pressure of the hydraulic oil. Further, a force in the direction of compressing the piston 112 acts on the piston 112 due to an expansion pressure accompanying combustion of fuel gas or fuel oil in the combustion chamber 122.
  • the first rod 160 and the second rod 162 fixed to the base portion 166 and the plunger portion 168 also move in conjunction with each other via the base support portion 170 and the plunger support portion 172, respectively.
  • the distance D between the stepped surface 162e formed at the boundary between the large diameter portion 162c and the small diameter portion 162d and the protrusion 160c is reduced.
  • the first rod 160 and the second rod 162 fixed to the base portion 166 and the plunger portion 168 also move in conjunction with each other via the base support portion 170 and the plunger support portion 172, respectively. Then, the distance D between the stepped surface 162e formed at the boundary between the large diameter portion 162c and the small diameter portion 162d and the protruding portion 160c is increased.
  • the piston rod 112b extends as the hydraulic cylinder 164 extends, and the piston rod 112b contracts as the hydraulic cylinder 164 contracts.
  • the piston rod 112b is configured such that the length of the piston 112 in the stroke direction is variable.
  • the uniflow scavenging two-cycle engine 100 is a crosshead engine
  • the crosshead 114 receives the force in the direction perpendicular to the stroke direction transmitted from the connecting rod 116. Therefore, since the piston rod 112b and the hydraulic cylinder 164 are not easily subjected to a force in a direction perpendicular to the stroke direction, the hydraulic cylinder 164 can be expanded and contracted by hydraulic pressure.
  • the oil pressure control unit 156 reduces the oil pressure and contracts the hydraulic cylinder 164 so that the compression ratio is low (see FIG. 3B).
  • the hydraulic cylinder is increased and the hydraulic cylinder 164 is extended so as to achieve a high compression ratio (see FIG. 3A).
  • the hydraulic cylinder 164 is disposed at a position farther from the combustion chamber 122 than the piston head 112a. .
  • the high temperature of the hydraulic cylinder 164 and hydraulic oil is suppressed, and it becomes possible to improve their durability.
  • the length of the piston rod 112b in the stroke direction becomes variable. Yes. Therefore, for example, unlike Patent Document 2 described above, the periphery of the first rod 160 and the second rod 162 is covered with a cylinder, and hydraulic oil is supplied to the space surrounded by the first rod 160 and the second rod 162 and the cylinder. Thus, it is not necessary to slide the first rod 160 and the second rod 162 within the cylinder.
  • variable portion is configured by the hydraulic cylinder 164
  • the variable portion is connected to the first rod 160 and the second rod 162, and the length in the stroke direction is increased by the pressure of the working fluid.
  • the hydraulic cylinder 164 may be omitted as long as the mechanism is variable.
  • the variable portion may be constituted by a pneumatic cylinder using air instead of hydraulic oil as a working fluid, or may be constituted by an electric actuator.
  • the hydraulic cylinder 164 using hydraulic fluid as the hydraulic fluid is used, the hydraulic oil has a small volume change due to compression, so that the response is good and the piston rod 112b can be stably expanded and contracted.
  • the structure which connected the 1st rod 160 and the 2nd rod 162 with the hydraulic cylinder 164 is a simple structure, manufacturing cost is low and it is hard to break down.
  • the hydraulic control unit 156 controls the hydraulic pressure based on the operation mode and expands / contracts the length of the piston rod 112b has been described.
  • the hydraulic control unit 156 may reduce the hydraulic pressure and contract the piston rod 112b. According to such control, it is possible to suppress the occurrence of abnormal combustion and knocking and the amount of NOx.
  • the hydraulic pump 158 is a dedicated pump that supplies hydraulic oil to the piston 112 .
  • the hydraulic pump 158 may share a pump for circulating cooling oil for cooling the piston head 112 a in the cylinder 110.
  • the cooling oil of the piston head 112a is supplied into the cylinder 110, and the hydraulic oil is supplied to the piston 112 of the above-described embodiment only when the length of the piston rod 112b is expanded and contracted. In this way, the number of installed pumps can be reduced, and the manufacturing cost can be reduced.
  • the present invention can be used for a crosshead engine in which a crosshead is fixed to a piston rod.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

La présente invention concerne un moteur à crosse équipé : d'un cylindre ; d'un piston qui se déplace en va-et-vient à l'intérieur du cylindre et qui est conçu pour comprendre une tête de piston qui coulisse à l'intérieur du cylindre et une tige (112b) de piston dont une extrémité est fixée à la tête de piston ; d'une crosse qui est fixée à l'autre extrémité de la tige de piston et qui se déplace en va-et-vient à l'unisson avec le piston ; d'une bielle dont une extrémité est supportée par la crosse ; et d'un vilebrequin qui est raccordé à la bielle et qui tourne conjointement avec le déplacement en va-et-vient du piston et de la crosse. La tige de piston comprend une première tige disposée sur une extrémité, une seconde tige disposée sur l'autre extrémité et une partie variable qui raccorde la première tige et la seconde tige, et dont la longueur peut être modifiée dans la direction du déplacement en va-et-vient du piston au moyen de la pression d'un fluide d'actionnement fourni à l'intérieur de ladite partie variable.
PCT/JP2015/051042 2014-01-20 2015-01-16 Moteur à crosse WO2015108138A1 (fr)

Priority Applications (1)

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JP2015557883A JP6137340B2 (ja) 2014-01-20 2015-01-16 クロスヘッド型エンジン

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JP2014-008101 2014-01-20
JP2014008101 2014-01-20

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019083021A1 (fr) * 2017-10-27 2019-05-02 株式会社Ihi Système de moteur
WO2019112036A1 (fr) * 2017-12-07 2019-06-13 株式会社Ihi Système de moteur
WO2019124431A1 (fr) * 2017-12-19 2019-06-27 株式会社Ihi Dispositif de commande de pression d'extrémité de compression et système de moteur
JP2019143528A (ja) * 2018-02-20 2019-08-29 株式会社Ihi ２ストロークエンジン
CN111836955A (zh) * 2018-03-16 2020-10-27 株式会社 Ihi 船舶用发动机
CN112031941A (zh) * 2019-06-03 2020-12-04 温特图尔汽柴油公司 运行大型发动机的方法和大型发动机
CN112177763A (zh) * 2019-07-05 2021-01-05 曼能解决方案（曼能解决方案德国股份公司）分公司 大型二冲程直流扫气式气体燃料发动机
US11174826B2 (en) 2018-03-16 2021-11-16 Ihi Corporation Engine

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JP2007247415A (ja) * 2006-03-13 2007-09-27 Nissan Motor Co Ltd 複リンク式可変圧縮比エンジン
JP2008202545A (ja) * 2007-02-21 2008-09-04 Mitsubishi Heavy Ind Ltd デュアルフュールエンジン
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US20090205615A1 (en) * 2008-02-19 2009-08-20 Tonand Brakes Inc. Variable compression ratio system
JP2010196578A (ja) * 2009-02-25 2010-09-09 Nissan Motor Co Ltd 内燃機関の始動制御装置
JP2010230000A (ja) * 2009-03-06 2010-10-14 Riki Odaka 内燃機関及び内燃機関用コネクティングロッド
WO2013092364A1 (fr) * 2011-12-23 2013-06-27 Avl List Gmbh Bielle de moteur à pistons alternatifs
JP2014020375A (ja) * 2012-07-17 2014-02-03 Waertsilae Schweiz Ag 大型往復ピストン燃焼エンジン、ならびにそのようなエンジンを制御する制御機器および方法

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Publication number Priority date Publication date Assignee Title
US4140091A (en) * 1977-03-09 1979-02-20 Showers Jr Lewis M Uniform compression piston engine
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