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EP0559597A1 - Aufbau eines Spülluftringraumes für Dieselbrennkraftmaschine - Google Patents

Aufbau eines Spülluftringraumes für Dieselbrennkraftmaschine Download PDF

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Publication number
EP0559597A1
EP0559597A1 EP93610014A EP93610014A EP0559597A1 EP 0559597 A1 EP0559597 A1 EP 0559597A1 EP 93610014 A EP93610014 A EP 93610014A EP 93610014 A EP93610014 A EP 93610014A EP 0559597 A1 EP0559597 A1 EP 0559597A1
Authority
EP
European Patent Office
Prior art keywords
scavenging
scavenging air
air chamber
control plate
diesel engine
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP93610014A
Other languages
English (en)
French (fr)
Other versions
EP0559597B1 (de
Inventor
Osamu c/o Kobe Shipyard & Mach. Works Motomura
Masahiko c/o Kobe Shipyard & Mach. Works Okabe
Katsuhiko c/o Kobe Shipyard & Mach.Wrk Sakaguchi
Shuichi c/o Kobe Shipyard & Mach. Wrks Yoshikawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Heavy Industries Ltd
Original Assignee
Mitsubishi Heavy Industries Ltd
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
Priority claimed from JP05015853A external-priority patent/JP3029937B2/ja
Application filed by Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Publication of EP0559597A1 publication Critical patent/EP0559597A1/de
Application granted granted Critical
Publication of EP0559597B1 publication Critical patent/EP0559597B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • 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
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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

Definitions

  • the present invention relates to a construction of scavenging air chamber for two-cycle diesel engine used mainly as a marine main engine.
  • Figs.14 through 17 show a construction of scavenging air chamber for two-cycle diesel engine of prior art.
  • Fig.14 is a schematic view showing the flow of scavenging air in a sectional view including the cylinder axis of two-cycle diesel engine.
  • Fig.15 is a sectional view of a scavenging air chamber for a conventional two-cycle diesel engine, the view being perpendicular to the cylinder axis.
  • Fig.16 is a sectional view showing the flow of scavenging air in the above-mentioned conventional diesel engine.
  • Fig.17 is a sectional view corresponding to Fig.16, showing another example.
  • reference numeral 1 denotes a cylinder liner
  • 2 denotes an exhaust valve
  • 3 denotes a piston
  • 4 denotes a flow of scavenging air
  • 5 denotes a scavenging port.
  • a plurality of scavenging ports which have a suitable twisting angle, are arranged in the circumferential direction. If the flow rate of air flowing through the scavenging ports 5 is uniform in the circumferential direction, the inflow velocity is also uniform in the circumferential direction, so that the swirl axis in the cylinder is nearly equal to the axis of cylinder liner as shown in the figure.
  • Fig.15 which is a sectional view perpendicular to the cylinder liner axis
  • reference numeral 1 denotes the cylinder liner
  • 5 denotes the scavenging port
  • 6 denotes a cylinder jacket
  • 7 denotes a scavenging trunk
  • 10 denotes a scavenging air chamber
  • 8 denotes a scavenging air inlet connecting the scavenging air chamber to the scavenging trunk.
  • the scavenging ports 5 are arranged uniformly in the circumferential direction, and are formed so as to incline toward one direction of scavenging air flow 9 from the scavenging trunk 7 to the scavenging air chamber 10 as shown in the figure.
  • Reference numeral 11 is the center of swirl.
  • Fig.17 The construction shown in Fig.17 is different from that shown in Fig.16 in that a passage 6b for scavenging air is made in a wall 6a partitioning the scavenging air chamber 10.
  • the swirl center 11 is shifted toward the F position as shown in Fig.16 by being pushed by the scavenging air which flows through the scavenging ports 5 at the E portion and has a higher inflow velocity. Therefore, the scavenging efficiency is decreased, by which the engine performance is deteriorated.
  • the scavenging air flows from the scavenging air chamber 10 of adjacent cylinder through the passage 6b in the wall 6a depending on the ignition sequence by the pumping action due to the up-and-down movement of the piston 3 in the adjacent cylinder, or the scavenging air is sucked out to the adjacent cylinder side, thereby an imbalance of inflow velocity occurring as with the case of Fig. 16. In this case too, therefore, the scavenging efficiency is decreased, by which the engine performance is deteriorated.
  • the main object of the present invention is to solve the problems with the conventional construction and provide a construction of scavenging air chamber for diesel engine which improves the engine performance by eliminating the eccentricity of swirl center in the cylinder and by smoothly performing the exhaust gas changing action due to scavenging.
  • a control plate for providing an inflow velocity of scavenging air flowing through the scavenging port which is uniform in the circumferential direction of the cylinder liner is installed near the scavenging air inlet communicating the scavenging air chamber for each cylinder with the scavenging trunk.
  • the scavenging air flowing from the scavenging trunk to the scavenging air chamber is modulated by the control plate because of the control plate installed near the scavenging air inlet for connecting the scavenging air chamber for each cylinder to the scavenging trunk. Therefore, unlike the conventional construction, the scavenging air does not flow directly into the scavenging ports of cylinder liner from the scavenging trunk at the E portion, so that the eccentricity of swirl center in the cylinder liner caused by the difference in inflow velocity between the E portion and the F portion is eliminated, by which the scavenging efficiency and the engine performance are improved.
  • reference numeral 1 denotes a cylinder liner
  • 3 denotes a piston
  • 5 denotes a large number of scavenging ports disposed at equal intervals in the circumferential direction at the lower part of the cylinder liner
  • 6 is a cylinder jacket
  • 7 is a scavenging trunk
  • 10 is a scavenging air chamber (piston underside chamber).
  • Reference numeral 12 denotes a control plate installed at a scavenging air inlet 15 which connects the scavenging trunk 7 to the scavenging air chamber 10 for each cylinder.
  • Fig.2 shows a first embodiment of the present invention.
  • View (a) is a sectional view perpendicular to the cylinder axis, and
  • (b) is a view seen in the A direction in view (a) (like views are shown in the subsequent figures).
  • reference numeral 7 denotes the scavenging trunk
  • 15 denotes the scavenging air inlet which connects the scavenging trunk 7 to the scavenging air chamber 10 for each cylinder
  • 12 denotes the control plate installed at the scavenging air inlet 15.
  • the control plate 12 has a height such as to cover the total height of the scavenging port in a projected plane in the direction of cylinder axis as shown in Fig.2(a) and (b).
  • the scavenging air which is introduced into the scavenging trunk from a supercharger (not shown), flows into the scavenging air chamber 10 through the upper and lower ends of the control plate 12 and the gap between the control plate 12 and the scavenging air inlet 15. Then, the scavenging air is diffused in the scavenging air chamber 10 along the outer periphery of the cylinder liner 1, and flows into the cylinder through the scavenging ports when the scavenging ports are opened.
  • the control plate 12 installed at the scavenging air inlet 15 inhibits a concentrated flow of scavenging air to the E portion in the figure, which provides uniform flow of scavenging air to each scavenging port 5. Therefore, unlike the conventional construction, the eccentricity of swirl center is eliminated, by which high scavenging efficiency is maintained without the decrease in scavenging efficiency.
  • Fig.3 shows the second embodiment of the present invention.
  • the control plate 12 is inclined at an angle ⁇ with respect to the plate surface of a wall 6c on the scavenging trunk side to further increase the modulation effect.
  • the other configuration is the same as that of the first embodiment.
  • Fig.4 shows the third embodiment of the present invention, in which the control plate 12 is installed to a bracket 20 fixed to the wall 6c of the scavenging air chamber 10 on the scavenging trunk side at the position of the scavenging air inlet 15 in such a manner that the control plate 12 can be turned around a pin 21, and the free end of the control plate is locked temporarily to a bracket 22. To open the control plate 12, the free end is unlocked and the control plate 12 is turned around the pin 21 as indicated by the dash-and-dot line in Fig.4(a).
  • control plate 12 has a height extending a certain distance from the total height of the scavenging port 5 upward and downward, so that the direction of the scavenging air to the scavenging port 5 can be changed.
  • Fig.5 shows the fourth embodiment of the present invention.
  • control plate 12 disposed at the scavenging air inlet 15 is inclined at an angle of ⁇ with respect to the wall 6c, and is installed to the bracket 20, by which the modulation effect of the control plate 12 is further increased.
  • Fig.6 shows the fifth embodiment of the present invention.
  • the height of the control plate 12 is defined so that nearly an upper half of scavenging port 5 is exposed.
  • Fig.7 shows the sixth embodiment of the present invention.
  • the control plate 12 is fixed to a transverse beam 12d by means of supports 12b having a straight, elongated hole 12a each and bolts 12c.
  • the distance G between the control plate 12 and the scavenging port 5 can be adjusted, by which the modulation effect can be easily controlled.
  • Fig.8 shows the seventh embodiment of the present invention.
  • the adjacent scavenging air reservoirs 10 communicate with each other by means of a communicating passage 6e in a wall 6a.
  • the control plate 12 arranged as in the third embodiment has a modulation effect.
  • the modulation effect is low because of the flow of scavenging air occurring between the adjacent scavenging air reservoirs 10 by the pumping action due to the reciprocating movement of the piston.
  • control plates 12f and 12g are arranged in the communicating passage 6e to enhance the modulation effect.
  • control plates 12f and 12g of the same shape are installed and the distance, angle, area, and the like of the control plates 12f and 12g may be varied for each cylinder.
  • the presence of the control plates 12f and 12g may be varied for each cylinder.
  • Fig.9 shows the eighth embodiment of the present invention.
  • the control plate 12h is formed integrally with the cylinder jacket 6 at the scavenging air inlet 15.
  • Fig.10 shows the ninth embodiment of the present invention.
  • the control plate 12 is fixed to a transverse beam 12d by means of support 12i having an arcuate, elongated hole 12j and a bolt 12c.
  • the bolt 12c By loosening the bolt 12c and moving the support 12i in the direction of arrow 12k, the angle between the control plate 12 and the scavenging port 5 can be adjusted, by which the modulation effect can be easily controlled.
  • Fig.11 shows the tenth embodiment of the present invention.
  • the control plate is arranged as in the ninth embodiment (Fig.10) and a part 12m of the control plate 12 is moved by a hinge 12n independently, by which only the angle between the part 12m of the control plate 12 and the scavenging port 5 can be controlled.
  • Fig.12 shows the eleventh embodiment of the present invention.
  • the control plate 12 is fixed to a transverse beam 12d by means of supports 12p having a straight, elongated hole 12a each and bolts 12r.
  • the height of control plate 12 with respect to the scavenging port 5 or the degree of exposure of scavenging port 5 in the aforesaid fifth embodiment (Fig.6) can be adjusted, by which the modulation effect can be easily controlled.
  • Fig.13 shows the twelfth embodiment of the present invention.
  • the control plate 12 comprises a plurality of plates 12t, 12u, and 12v, and each plate is fixed to a transverse beam 12d by means of bolts 12w.
  • the control plate 12t is arranged adjacently to the control plate 12u, so that the area of the control plate 12 can be adjusted by attaching/detaching the control plate 12t (refer to Fig.13(c)).
  • the control plate 12v is arranged so as to partially overlap with the control plate u. Therefore, the area of the control plate 12 can be adjusted by loosening bolts 12w and changing the overlap (refer to Fig.13(d)).
  • the present invention is constituted as described above, the direction of flow of scavenging air, which flows into the scavenging air chamber for each cylinder, can be changed by the control plate, which eliminates direct flow of scavenging air into the scavenging port.
  • the scavenging air inlet below the control plate 12, which is open to the scavenging trunk is large, the scavenging air flows mainly through the opening below the control plate 12, so that an upward flow occurs in the scavenging air through the scavenging port and the inflow velocity of scavenging air flowing into the cylinder through each scavenging port is made uniform in the circumferential direction.
  • the swirl center in the cylinder agrees approximately with the cylinder axis, thereby the eccentricity of swirl being eliminated. Therefore, the change of exhaust gas to fresh air by scavenging is performed smoothly, so that the improvement in engine performance can be expected.
  • blowing-through of fresh air is reduced by the throttling action of control plate, so that the temperature of exhaust gas is increased and the efficiency of exhaust turbosupercharger is improved, thereby the overall engine performance being enhanced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP93610014A 1992-03-04 1993-02-24 Aufbau eines Spülluftringraumes für Dieselbrennkraftmaschine Expired - Lifetime EP0559597B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP8272192 1992-03-04
JP82721/92 1992-03-04
JP15853/93 1993-01-06
JP05015853A JP3029937B2 (ja) 1992-03-04 1993-01-06 ディーゼル機関の掃気室構造

Publications (2)

Publication Number Publication Date
EP0559597A1 true EP0559597A1 (de) 1993-09-08
EP0559597B1 EP0559597B1 (de) 1996-04-10

Family

ID=26352074

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93610014A Expired - Lifetime EP0559597B1 (de) 1992-03-04 1993-02-24 Aufbau eines Spülluftringraumes für Dieselbrennkraftmaschine

Country Status (3)

Country Link
EP (1) EP0559597B1 (de)
DE (1) DE69302120T2 (de)
DK (1) DK0559597T3 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2726326A1 (fr) * 1994-11-02 1996-05-03 Daihatsu Motor Co Ltd Dispositif de balayage pour un moteur a deux temps
EP2019191A1 (de) 2007-07-27 2009-01-28 Wärtsilä Schweiz AG Zweitakt-Dieselbrennkraftmaschine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1972805A (en) * 1930-03-03 1934-09-04 Vanni Pier Giorgio Internal combustion engine
CH174162A (de) * 1933-08-08 1934-12-31 Atteslander Edouard Zweitaktmotor mit Auspuffableitung am deckelseitigen Zylinderende und kolbengesteuerten Lufteinlassschlitzen am andern Ende.
US2090149A (en) * 1931-10-09 1937-08-17 Busch Sulzer Bros Diesel Engine Co Scavenging two-cycle engine
US2228832A (en) * 1937-06-30 1941-01-14 Sulzer Ag Two-cycle internal combustion engine
EP0204687A2 (de) * 1985-06-07 1986-12-10 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Zweitakt-Brennkraftmaschine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1972805A (en) * 1930-03-03 1934-09-04 Vanni Pier Giorgio Internal combustion engine
US2090149A (en) * 1931-10-09 1937-08-17 Busch Sulzer Bros Diesel Engine Co Scavenging two-cycle engine
CH174162A (de) * 1933-08-08 1934-12-31 Atteslander Edouard Zweitaktmotor mit Auspuffableitung am deckelseitigen Zylinderende und kolbengesteuerten Lufteinlassschlitzen am andern Ende.
US2228832A (en) * 1937-06-30 1941-01-14 Sulzer Ag Two-cycle internal combustion engine
EP0204687A2 (de) * 1985-06-07 1986-12-10 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Zweitakt-Brennkraftmaschine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2726326A1 (fr) * 1994-11-02 1996-05-03 Daihatsu Motor Co Ltd Dispositif de balayage pour un moteur a deux temps
EP2019191A1 (de) 2007-07-27 2009-01-28 Wärtsilä Schweiz AG Zweitakt-Dieselbrennkraftmaschine
CN101353979B (zh) * 2007-07-27 2012-10-03 瓦特西拉瑞士股份有限公司 二冲程柴油内燃机

Also Published As

Publication number Publication date
EP0559597B1 (de) 1996-04-10
DE69302120D1 (de) 1996-05-15
DK0559597T3 (da) 1996-05-06
DE69302120T2 (de) 1996-09-19

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