JP4044894B2 - 2-stroke constant pressure turbocharged internal combustion engine with a single row of 13 cylinders - Google Patents

Description

  The present invention is a two-stroke constant pressure turbocharged internal combustion engine having an exhaust air system with a single row of 13 cylinders, at least one exhaust gas reservoir, at least two turbochargers, and at least one elongated exhaust air reservoir. About. Each cylinder has an exhaust air inlet connected to the exhaust air reservoir and an exhaust passage leading to at least one exhaust gas reservoir, the turbocharger being connected to the exhaust gas reservoir on its turbine side; Connected to the exhaust air system on its compressor side, the engine has an ignition sequence (n1-n13) of engine cylinders C1-C13.

  The constant pressure turbocharger of an internal combustion engine is sufficient to allow exhaust gas flow pulses from individual cylinders to expand a number of high intensity gas flow pulses from the cylinders to a common gas flow at equal pressure. It is based on the principle that it is equalized by passing exhaust gas from the cylinder through a linked exhaust passage through a common exhaust reservoir, which is a large volume elongate pressure vessel.

  The turbine section of the turbocharger receives exhaust gas at a constant pressure when the engine load is constant. This results in a constant supply of inlet air from the turbocharger compressor section to the exhaust air system at the inlet of the engine cylinder. Exhaust gas reservoir pressure fluctuations cause turbocharger power fluctuations, thus making the distribution of air charged to the charge air system uneven and variable.

  The supply of exhaust air to the inlet side of the engine affects the process of filling the cylinder with charge air and thus the power exerted on the cylinder fuel process and combustion. An in-line engine with 13 cylinders will have an elongated length and thus have an elongated exhaust air reservoir. To some extent, pressure fluctuations in the charge air supplied from the turbocharger can cause pressure fluctuations in the exhaust air reservoir. However, greater pressure fluctuations in the exhaust air reservoir are formed by the pattern in which the cylinder consumes exhaust and charge air from the exhaust air reservoir.

  The problem with a 13-cylinder two-stroke in-line engine is that gas pressure fluctuations in at least one exhaust air reservoir cause cylinder load differences with respect to filling with air. These differences occur between cylinders located at a distance from each other, causing undesirable fluctuations in the power exerted by the combustion in the cylinders, particularly in terms of fuel dosage. Affects control.

  It is an object of the present invention to minimize or avoid fluctuations in fuel application to the engine cylinder caused by fluctuations in filling the cylinder with charge air when the engine is running at a constant load.

In view of the above facts, in the internal combustion engine with a two-stroke constant pressure turbocharger according to the present invention, 13 cylinders have at least the following three requirements (a) to (c):
For the fourth component gas pulse,

第５次成分のガスパルスに対して、

For the gas pulse of the fifth component,

第６次成分のガスパルスに対して、

For the 6th component gas pulse,

が合致されるような点火シーケンス（ｎ１〜ｎ１３）を有することを特徴とする。ここで、ｎはシリンダー番号、φ_ｎは、シリンダーｎに関する点火角度であり、Ｆ（ｎ）は、シリンダーＣ１におけるＦ（１）＝１とシリンダーＣ１３におけるＦ（１３）＝−１との間のシリンダーの位置に関して線形補間された重み関数であり、｜｜は、ベクトルの長さを同定する。ベクトルの長さは、生成された正弦成分の２乗と生成された余弦成分の２乗との総和の平方根として、従来の態様で計算されている。

It has the ignition sequence (n1-n13) which is matched. Where n is the cylinder number, φ _n is the ignition angle for cylinder n, and F (n) is between F (1) = 1 in cylinder C1 and F (13) = − 1 in cylinder C13. Is a weighted function linearly interpolated with respect to cylinder position, and || identifies the length of the vector. The length of the vector is calculated in the conventional manner as the square root of the sum of the square of the generated sine component and the square of the generated cosine component.

  When the ignition sequence complies with the above requirements, the main source for the creation of pressure fluctuations in the exhaust air reservoir has been minimized to such a low level that the fuel supply to the cylinder is not affected by the exhaust air pressure fluctuations. An ignition sequence that meets the above requirements is a sequence that creates a modest air pressure fluctuation in the exhaust air reservoir, causing the cylinder to consume exhaust and charge air from the exhaust air reservoir.

  In a preferred embodiment, the 13 cylinders have the following requirement (d):

も合致されるような点火シーケンス（ｎ１〜ｎ１３）を有することを特徴とする。ここで、ｎはシリンダー番号、φ_ｎは、シリンダーｎに関する点火角度であり、Ｆ（ｎ）は、シリンダーＣ１においてＦ（１）＝０であり、且つ、Ｆ（ｎ）＝Ｆ（ｎ−１）＋（シリンダーＣ_ｎ−１の中心線からシリンダーＣｎの中心線までの距離／シリンダー間の公称距離）である重み関数であり、｜｜は、ベクトルの長さを同定する。シリンダー間の公称距離は、シリンダー間にチェーン伝導機構を持っていないシリンダーの間の距離であり、典型的には、シリンダーＣ１及びＣ２の中心線の間の距離である。

Has an ignition sequence (n1 to n13) that is also matched. Where n is the cylinder number, φ _n is the ignition angle for cylinder n, F (n) is F (1) = 0 in cylinder C1, and F (n) = F (n−1) ) + (Distance from center line of cylinder C _n-1 to center line of cylinder Cn / nominal distance between cylinders), and || identifies the length of the vector. The nominal distance between the cylinders is the distance between the cylinders that do not have a chain transmission mechanism between the cylinders, and is typically the distance between the centerlines of cylinders C1 and C2.

  Long in-line engines as 13-cylinder two-stroke engines are typically used as inboard propulsion engines. The advantages obtained by designing the ignition sequence according to requirements (a) to (c) are further improved by satisfying requirement (d). Request (d) further provides the advantage that the so-called nick moment is reduced. The nick moment is the weighted sum of the normal forces acting on the tie rod and the main bearing across the cylinder. This nick moment tends to cause undesirable vibrations of the engine and the hull in the vertical plane.

  In a further embodiment, the 13 cylinders have the following requirement (e):

も合致されるような点火シーケンス（ｎ１〜ｎ１３）を有しており、ここで、ｎはシリンダー番号、φ_ｎは、シリンダーｎに関する点火角度であり、Ｆ（ｎ）は、シリンダーＣ１においてＦ（１）＝０であり、且つ、Ｆ（ｎ）＝Ｆ（ｎ−１）＋（シリンダーＣ_ｎ−１の中心線からシリンダーＣｎの中心線までの距離／シリンダー間の公称距離）である重み関数であり、｜｜は、ベクトルの長さを同定する。第２次成分のニックモーメントは、タイロッド及び主要ベアリングで作用する第２次成分の垂直力の、シリンダーに亘って重み付けられた総和である。これらの第２次成分のニックモーメントは、望ましくない垂直振動を惹起し得る。上述した要求（ｄ）及び（ｅ）の両方が満足されるような点火シーケンス（ｎ１〜ｎ１３）を備えた１３個のシリンダーでエンジンを作ることも可能となり、これによって、垂直船体振動に関するニックモーメントの影響が最小になる。

Also have an ignition sequence (n1 to n13), where n is the cylinder number, φ _n is the ignition angle for cylinder n, and F (n) is F ( 1) = 0 and the weight function F (n) = F (n−1) + (distance from center line of cylinder C _n−1 to center line of cylinder Cn / nominal distance between cylinders) And || identifies the length of the vector. The secondary component nick moment is the weighted sum of the secondary component normal forces acting on the tie rods and the main bearing across the cylinder. These second order nick moments can cause undesirable vertical vibrations. It is also possible to build an engine with 13 cylinders with an ignition sequence (n1 to n13) that satisfies both the requirements (d) and (e) described above, thereby providing a nick moment for vertical hull vibration. The effect of is minimized.

  The ignition sequence can be even in the sense that the crankshaft rotation angle between two successive cylinder ignitions is 360 ° / 13. This fixed size angle is used for all cylinders of the engine. If there are special problems in a particular engine installation, the rotation angle of the crankshaft during the ignition process of at least two pairs of consecutively igniting cylinders is unequal in the sense that it is different from 360 ° / 13. By using the ignition sequence, the vibration pattern can be finely adjusted.

  Examples in the embodiments of the present invention are described in more detail in the following description with reference to the schematically illustrated drawings.

  FIG. 1 shows a cross-sectional view through a crosshead internal combustion engine with a large two-stroke constant pressure turbocharger having 13 cylinders. The engine can be, for example, either Mann B & W Diesel and MC or ME, or Salzer RT-Flex or Salzer RTA Vertsille. These cylinders can have bores in the range of, for example, 60 cm to 120 cm, preferably 80 cm to 120 cm. The engine can have a power in the range of, for example, 3000 kW to 8000 kW per cylinder, preferably in the range of 4000 kW to 7000 kW per cylinder. Each cylinder C1-C13 typically has a cylinder liner 1 with a row of exhaust air ports 2 at its lower end, a cylinder cover 3 with an exhaust valve 4 located at the top of the cylinder, Have

  The piston 5 is mounted on a piston rod 6, and the piston rod is connected to a crankpin 9 on a crankshaft 10 via a crosshead 7 and a connecting rod 8. The crankshaft journal 11 is arranged in a main bearing mounted in the bed plate 12.

  The crosshead is supported in the transverse direction by a guide shoe 13 that slides on a vertically extending guide plane. The guide plane is fixed to the stationary A frame 14 of the engine. The cylinder section 15 is mounted on the top of the A frame.

  The cylinder cover 3 is fixed to the cylinder section by a cover stud 16. Tie rods 17 extend downward from the cylinder section to the bed plate, which secures cylinder section 15 to bed plate 12. There are typically four tie rods 17 acting on each cylinder section, the sum of the downward forces from the tie rods on the cylinder cover caused by the maximum pressure exerted by the combustion of the combustion chamber in the cylinder. Exceeds the upward force.

  Exhaust gas ducts 18 extend from the individual cylinders in the region of the exhaust valves and open to an exhaust gas reservoir 19 common to a certain number of cylinders. The engine can have only a single exhaust gas reservoir common to all cylinders. Alternatively, the engine may have a plurality of, for example, two or three exhaust gas reservoirs arranged end to end on each other's extensions and typically interconnected through gas flow passages.

  The exhaust gas reservoir is a pressure vessel with a cylindrical cross section. The exhaust gas duct 18 extends into the exhaust reservoir 19 and distributes exhaust gas from the associated combustion chamber when the exhaust valve is opened. In the exhaust gas reservoir, the pressure fluctuation of the exhaust gas reservoir caused by the exhaust gas pulse released from the exhaust gas duct is equalized to a more uniform pressure.

  Four turbochargers 20 are connected to the exhaust gas reservoir 19 in such a way that the exhaust gas can flow through the turbine section 22 of the turbocharger and through the exhaust passage 21. In the turbine section, the exhaust gas acts as a drive medium for the turbine wheels that are attached to a drive shaft for the compressor wheels located in the compressor section 24 of the turbocharger. The compressor section 23 can distribute the compressed air in the direction of arrow A via the air flow passage 24 and, if possible, to the exhaust air system 26 via the inlet air cooler 25.

  The exhaust air system has at least one exhaust air reservoir 27 common to some or all cylinders and the inlet air flows in the direction of arrow B to fill the inlet air chamber with air to be consumed by the cylinders. A flow passage 28 provided for the individual cylinders connecting the exhaust air reservoir to the inlet air chamber 29. The exhaust air reservoir is a pressure vessel having a cylindrical shape with a circular cross section. The check valve 31 is provided at the air inlet in the lower part of the exhaust air reservoir 27.

  Inlet air is referred to as both exhaust air and charge air. The inlet air is the same. However, for a two-stroke engine, inlet air is required to exhaust (clean) the combustion chamber for combustion products while the exhaust valve is open, and after closing the exhaust valve, The inlet air is needed to fill the cylinder for the next combustion process. The inlet air chamber 29 surrounds the lower part of the cylinder liner 1 with the exhaust air port 2.

  During the two-stroke cycle combustion cycle, the piston 5 is moved downward until the piston is located at the bottom dead center position on the lowest side of the cylinder liner. At the bottom dead center position, the upper surface of the piston is disposed below the exhaust air port 2. At the moment the piston passes through the exhaust air port during this downward movement, the air from the inlet air chamber 29 flows into the cylinder, causing a pressure drop in the chamber and leading into the cylinder. A pressure drop is also caused in the exhaust air reservoir in the local region near 28.

  Air consumption and associated local pressure drop in the exhaust air reservoir occurs in the flow passages 28 distributed along the length of the exhaust air reservoir. The cylinder consumes air in a continuous manner at times that depend on the ignition sequence of the engine. Since the distribution of inlet air to the cylinder varies with respect to both time and location, the air inside the exhaust air reservoir can cause fluctuations. The natural frequency of the longitudinal gas pressure wave inside the exhaust air reservoir depends inter alia on the length of the reservoir.

  The exhaust air reservoir shown in FIG. 5 is common to all cylinders of the engine, and as a result, extends along the full length of the engine. The lowest natural frequency of air fluctuations in the exhaust air reservoir corresponds to the so-called first mode gas pulse, in which the pressure at the end of the reservoir is a reverse transfer, and the maximum velocity change is at the center of the reservoir. Occurs. The gas pulse in the first mode is illustrated by curve a in FIG. The gas pulse in the second mode is illustrated by curve b in FIG. The first mode gas pulse has a single node 32 and the second mode gas pulse has two nodes 32, ie, one node is added for every increment of the number of modes. .

  The ability to continuously consume air to excite the dynamic oscillations of the gas in the exhaust air reservoir depends on the engine ignition sequence and the current engine speed. If the pressure wave frequency matches the natural frequency for a particular mode of gas pulse, significant pressure wave fluctuations can occur. These undesired pressure fluctuations can affect the filling of the cylinder, particularly the cylinder located at the maximum distance from the node 32 in the associated vibration order.

  It is of course possible to divide the exhaust air reservoir into several reservoir sections arranged one after the other in the relationship between the ends. This changes the length of the individual exhaust air reservoirs, but it does not solve the pressure fluctuation problem. First, because the fluctuations still occur, and secondly, at the same time, the split cannot be made as uniform as a single exhaust air reservoir common to all cylinders. This is because it makes the variation that is possible in the amount of air distributed from the individual turbochargers more prevalent.

  By selecting the ignition sequence according to the requirements (a) to (c) described above, the sequence in which the cylinder consumes air from the exhaust air reservoir has very little variation in the filling of the cylinder due to the exhaust air pulse. Variations will not disturb the adjustment of fuel settings for the cylinder.

  An example of an ignition sequence that satisfies the requirement can be given as follows.

参照された点火シーケンスＮｏ．１では、シリンダーＣ１乃至Ｃ１３は、シーケンス１ ４ １１ １０ ６ ２ ８ １２ ７ ３ ５ １３ ９で点火される。該点火シーケンスは、クランクスロー３３が当該点火シーケンスを得るため必要とされる角度パターンを指し示すクランクシャフト１０によって、エンジン内で実施される。点火シーケンスは、クランクシャフトの設計により決定される。図３は、均等な点火シーケンス、即ち、点火の間に３６０°／１３の規則的な（均等な）角度インターバルを備えた点火シーケンスとして、点火シーケンスＮｏ．１のため要求されるパターンを示している。各々のクランクスロー３３は、２つのクランクアーム３４と、クランクピン９と、を備え、クランクシャフトジャーナル１１は、クランクスローを完全なクランクシャフトへと連結する。クランクシャフトジャーナルは、該クランクシャフトの中心ライン３５に沿って整列され、それらは、ベッドプレート１２の主要ベアリング内に支持されている。

Referenced ignition sequence No. 1, the cylinders C1 to C13 are ignited in the sequence 1 4 11 10 6 2 8 12 7 3 5 13 9. The ignition sequence is performed in the engine by the crankshaft 10 where the crank throw 33 points to the angle pattern required to obtain the ignition sequence. The ignition sequence is determined by the crankshaft design. FIG. 3 shows an ignition sequence No. 1 as an even ignition sequence, ie an ignition sequence with a regular (equal) angular interval of 360 ° / 13 between ignitions. 1 indicates a required pattern. Each crank throw 33 comprises two crank arms 34 and a crank pin 9, and the crankshaft journal 11 connects the crank throw to a complete crankshaft. The crankshaft journals are aligned along the crankshaft center line 35 and are supported in the main bearings of the bed plate 12.

  The distance 1 between the cylinders is constant through the crankshaft shown in FIG. Such a crankshaft is for an engine that does not have a chain transmission mechanism arranged between cylinders, for example an electronically controlled engine without a camshaft for operating a fuel pump and an exhaust valve, An ME type engine or the like. In the engine shown in FIG. 2, the chain transmission mechanism is installed between the cylinders C7 and C8, so that the distance 12 between these cylinders is greater than the distance 1 between the other cylinders. Become.

  The respective angles between the crank throws 33 of the crankshaft of FIG. 3 are also shown in FIG. Irregular ignition sequence, i.e. an ignition sequence in which the angular interval between at least two pairs, possibly multiple pairs of ignitions in successive ignition cylinders deviates from 360 ° / 13 Can also be used. Only a few degrees of deviation can occur with different engine vibration patterns. Such an irregular ignition sequence can be useful for fine tuning of the vibration characteristics resulting from the engine. With respect to the gas pulse in the exhaust air reservoir, it is such that it is important to obtain an advantageously low level of the gas pulse, and it is not important whether the ignition sequence is regular or irregular.

  The calculation method of whether a particular ignition sequence meets individual requirements (a) to (c) and further requirements (d) to (e) was typically developed by Man B & W Diesel, Published by a computer program such as PROFIR or published by Springer-Verlag, New York, Vienna. Mars / H. Clear and K.K. E. Haffner / H. Performed electronically by a textbook program such as that disclosed in Mars's "Verbrennungskraftmaschine".

  These calculations are in the following examples for the 13 cylinder engine shown in FIG. The engine is a MAN B & W diesel, MC model, and more specifically, a 13K98MC model with a cylinder bore of 0.98 m and a nominal cylinder distance of 1.75 m. The total length between the vertical center lines of cylinders C1 and C13 is 22.3 m, and the chain transmission mechanism is arranged between cylinders C7 and C8. The chain conduction mechanism occupies a distance of 1.3 m, so that the distance generated between the cylinders C7 and C8 is 12 = 3.05 m. The above ignition sequence No. In the case of 1, 1 4 11 10 6 2 8 12 7 3 5 13 9, the following values are calculated:

  The ignition angles for cylinders C1 to C13 are 0 °, 138.5 °, 249.2 °, 27.7 °, 276.9 °, 110.8 °, 221.5 °, 166.2 °, 332 3 °, 83.1 °, 55.4 °, 193.8 ° and 304.6 °.

  For the calculation of the gas pulse, the next value of F (n) is found by linear interpolation with respect to the cylinder position between F (1) = 1 in cylinder C1 and F (13) = − 1 in cylinder C13. It is. That is, F (1) = 1, F (2) = 0.84305, F (3) = 0.8661, F (4) = 0.52915, F (5) = 0.3722, F (6) = 0.2152, F (7) = 0.0583, F (8) = − 0.2152, F (9) = − 0.3722, F (10) = − 0.5291, F (11) = − 0 6861, F (12) = − 0.843, and F (13) = − 1. The cylinder position is calculated as the distance from cylinder C1 to cylinder Cn in the length direction of the engine divided by the total distance between the centerlines of cylinders C1 and C13. As a result, F (n) is equal to 1-2x (distance from cylinder C1 to cylinder Cn / total distance from cylinder C1 to cylinder C13).

  For the value of ωt in the vector sum of equations (a) to (e), the length of the resulting vector is independent with respect to time, so that the length of the vector can be calculated for the value t = 0. .

  With respect to the value for the gas power of the fourth order component specified in requirement (a), the sine component multiplied by F (n) for each cylinder is: That is, C1 = 0, C2 = −0.2018, C3 = −0.6811, C4 = 0.49476, C5 = 0.17297, C6 = 0.21368, C7 = 0.01395, C8 = 0.17714, C9 = 0.34801, C10 = 0.24591, C11 = 0.45497, C12 = −0.6938, C13 = −0.6631, and the sum of the sine components is −0.118.

  The cosine component multiplied by F (n) in equation (a) for each cylinder is: That is, C1 = 1, C2 = −0.8186, C3 = 0.0827, C4 = −0.1876, C5 = 0.32956, C6 = 0.02595, C7 = −0.0566, C8 = −0. 1223, C9 = 0.13198, C10 = -0.4685, C11 = 0.51355, C12 = -0.4789, C13 = 0.74851 and the sum of the cosine components is 0.700. As a result, the length of the resulting vector is (−0.118 × −0.118 + 0.7 × 0.7) square root = 0.71, which is well above the value of 1.8. Low.

  With respect to the value for the gas power of the fifth order component specified in requirement (b), the sine component multiplied by F (n) for each cylinder is: That is, C1 = 0, C2 = −0.3918, C3 = 0.16419, C4 = 0.35089, C5 = −0.3063, C6 = −0.0515, C7 = 0.02709, C8 = −0. 2013, C9 = 0.24681, C10 = -0.4355, C11 = 0.6811, C12 = 0.78826, C13 = -0.9927, and the sum of the cosine components is -0.12.

  The cosine component multiplied by F (n) in equation (b) for each cylinder is: That is, C1 = 1, C2 = 0.74648, C3 = −0.6662, C4 = −0.3961, C5 = 0.11443, C6 = −0.209, C7 = 0.05162, C8 = 0.07633 , C9 = 0.27859, C10 = −0.3006, C11 = −0.0827, C12 = 0.29895, C13 = −0.1205, and the sum of the cosine components is 0.89. The resulting vector length is 0.89, which is well below the 1.8 value.

  With respect to the value for the sixth-order component gas force specified in requirement (c), the sine component multiplied by F (n) for each cylinder is: That is, C1 = 0, C2 = 0.788826, C3 = 0.56465, C4 = 0.126663, C5 = −0.2468, C6 = −0.1771, C7 = −0.0545, C8 = 0.31368 , C9 = 0.08907, C10 = −0.3509, C11 = 0.31885, C12 = −0.8369, C13 = −0.4647, and the sum of the sine components is −0.0298.

  The cosine component multiplied by F (n) in equation (c) for each cylinder is: That is, C1 = 1, C2 = −0.2989, C3 = 0.38975, C4 = −0.5138, C5 = −0.2786, C6 = 0.12227, C7 = −0.0207, C8 = −0 0.0259, C9 = 0.36138, C10 = 0.39607, C11 = −0.6075, C12 = −0.1016, C13 = −0.8855, and the sum of the cosine components is −0.46. It is. The resulting vector length is 0.46, which is well below the value of 1.8.

For the calculation of the nick moment associated with requirements (d) and (e), the value of F (n) was calculated in the following manner. That is, F (n) = F (n−1) + (distance of the center line of the cylinder C _{n−1 to} the center line of the cylinder C _n / nominal distance between the cylinders). The nominal distance between the cylinders is the horizontal distance between the vertical centerlines of two adjacent cylinders that do not have a chain conduction mechanism between the cylinders. When the engine is equipped with a chain transmission mechanism for the camshaft, this chain transmission mechanism is typically located in the center of the engine. As a result, in the normal case, the nominal distance between the cylinders can be identified as the distance between the cylinders in the end region of the engine, such as the distance between the cylinders C1 and C2. Due to the engine described above, the following values are disturbed: That is, F (1) = 0, F (2) = 1, F (3) = 2, F (4) = 3, F (5) = 4, F (6) = 5, F (7) = 6 , F (8) = 8.74286, F (9) = 8.74286, F (10) = 9.74286, F (11) = 10.7429, F (12) = 11.7429, and F ( 13) = 12.7429.

  With respect to the value for the primary component nick moment in requirement (d), the sine component multiplied by F (n) for each cylinder is: That is, C1 = 0, C2 = 0.66312, C3 = −1.87, C4 = 1.39417, C5 = −3.9708, C6 = 4.667508, C7 = −3.9787, C8 = 1.5299 , C9 = −4.063, C10 = 9.61872, C11 = 8.8812, C12 = −2.8102, C13 = −10.487, and the sum of the sine components is −0.08.

  The cosine component multiplied by F (n) in equation (d) for each cylinder is: That is, C1 = 0, C2 = −0.7485, C3 = −0.7092, C4 = 2.65637, C5 = 0.48215, C6 = −1.773, C7 = −4.4911, C8 = −7 5179, C9 = 7.74142, C10 = 1.17437, C11 = 6.10264, C12 = -11.402, C13 = 7.223877, and the sum of the cosine components is -1.25. . The resulting vector length is 1.245, which is well below the 2.5 value.

  With respect to the value for the nick moment of the second order component in requirement (e), the sine component multiplied by F (n) for each cylinder is: That is, C1 = 0, C2 = −0.9927, C3 = 1.32625, C4 = 2.46895, C5 = −0.9573, C6 = −3.3156, C7 = 5.95625, C8 = −3. 5983, C9 = −7.1952, C10 = 2.32162, C11 = 10.0447, C12 = 5.445718, C13 = −11.915, and the sum of the sine components is −0.39.

  The cosine component multiplied by F (n) in equation (e) for each cylinder is: That is, C1 = 0, C2 = 0.12054, C3 = −1.497, C4 = 1.70419, C5 = −3.88838, C6 = −3.7426, C7 = 0.72222, C8 = 6.885596 , C9 = 4.99661, C10 = −9.4597, C11 = −3.8095, C12 = 10.3978, C13 = −4.5187, and the sum of the cosine components is −2.14. . The resulting vector length is 2.178, which is well below the value of 6.0.

  The forces that generate the nick moment are shown in FIG. When the cylinder 13 performs the combustion sequence, the force acting upward on the cylinder produces an upward force 36 in the four tie rods connecting the cylinder part to the bed plate. At the same time, the main bearing associated with the cylinder 13 receives a pressing force 37 directed downward. Similar forces are generated in other cylinders when they are ignited. These vertically acting forces create a so-called nick moment that acts on the engine and engine support structure in a manner that allows vertical vibrations to be introduced. These vertical vibrations can have a negative impact, especially when the engine is the primary propulsion engine of a container ship. This is because the nick moment can cause hull vibration with highly undesirable characteristics. The engine according to the present invention has an ignition sequence that limits the magnitude of the nick moment, so that the engine typically has a long hull and the main engine carries high value loads. It is particularly suitable for use on container ships that require the generation of very large power to propel the ship at the required high speeds. In addition to solving the various different filling process problems of engine cylinders, particularly those related to high power engines, the engine according to the present invention at the same time is a major vibration problem belonging to the propulsion of container ships. Solve one.

  Table 2 below gives some relevant vibration values for the other aforementioned ignition sequences. The ignition sequence is numbered as FS 1 or the like according to the numbering of the sequence described above. This table represents the vector length according to each of the requests (a) to (e).

上記した実施例に修正をなすことが可能である。例えば２又は３つのターボチャージャー、及び、４つより多い数のターボチャージャー等、エンジン上で別の個数のターボチャージャーを使用することも可能である。エンジンフレームは、任意の適切な形状を持つことができ、シリンダー区分は、フレーム内で統合化することができる。排出空気リザーバー及び可能ならば排気ガスリザーバーも、円形とは異なる断面形状を持つことができる。排出空気システムは、水ミストコレクター等、説明したものに加えて他の更なる要素を備えることができる。シリンダーは、必ずしも、エンジンの前方端部でＣ１と附番され、後方端部でＣ１３と附番される必要はない。それらは、同様に、後方端部でＣ１と附番し、前方端部でＣ１３と附番することもできる。船内の主要エンジンの代替例として、該エンジンを、パワープラント内の静止エンジンとして利用することができる。

Modifications can be made to the embodiments described above. It is possible to use a different number of turbochargers on the engine, for example two or three turbochargers and more than four turbochargers. The engine frame can have any suitable shape and the cylinder segments can be integrated within the frame. The exhaust air reservoir and possibly the exhaust gas reservoir can also have a cross-sectional shape different from circular. The exhaust air system can include other additional elements in addition to those described, such as a water mist collector. The cylinder does not necessarily need to be numbered C1 at the front end of the engine and C13 at the rear end. They can similarly be numbered C1 at the rear end and C13 at the front end. As an alternative to the main engine on board, the engine can be used as a stationary engine in a power plant.

  It is also possible to set a stricter standard than the above-mentioned standard for the above request. For gas pulses, requirement (a) can be Vgas (4) <1.2 or Vgas (4) <1.0. For gas pulses, requirement (b) can be limited to Vgas (5) <1.2 or Vgas (5) <1.0, and for gas pulses, requirement (c) is Vgas (6) <1.2. Or it can be limited to Vgas (6) <1.0. The request (d) can be limited to Vnick (1) <1.5 or Vnick (1) <1.3, and the request (e) can be Vnick (2) <3.0 or Vnick (2) < It can be limited to 2.5. These more stringent requirements can be applied individually or in combination according to the desired aspects. The more stringent requirements reduce the number of ignition sequences that satisfy the requirements, but at the same time they result in a 13 cylinder engine with even more favorable vibration characteristics.

FIG. 1 is a cross-sectional view of a two-stroke engine having 13 cylinders according to the present invention. FIG. 2 is a side view of the engine of FIG. FIG. 3 is a perspective view of a crankshaft for the engine of FIG. 4 is a schematic diagram of an ignition sequence for a cylinder associated with the crankshaft of FIG. FIG. 5 is a schematic diagram of different modes of gas pulses in the exhaust air reservoir. FIG. 6 is a schematic diagram of forces that cause a nick moment.

Claims (7)

An internal combustion engine with a two-stroke constant pressure turbocharger having 13 cylinders in a single row,
An exhaust air system comprising at least one exhaust gas reservoir, at least two turbochargers, and at least one elongated exhaust air reservoir;
Each cylinder has an exhaust air inlet connected to the exhaust air reservoir, and an exhaust passage leading to the at least one exhaust gas reservoir, the turbocharger on the turbine side with the exhaust gas reservoir Connected to the exhaust air reservoir on its compressor side, the engine having an ignition sequence (n1 to n13) of the engine cylinders C1 to C13,
The 13 cylinders have at least the following three requirements (a) to (c):
For the fourth component gas pulse,

For the gas pulse of the fifth component,

For the 6th component gas pulse,

Has an ignition sequence (n1-n13) where n is the cylinder number, φ _n is the ignition angle for cylinder n, and F (n) is the F ( 1) is a weighted function linearly interpolated with respect to the position of the cylinder between = 1 and F (13) = − 1 in the cylinder C13, and || identifies the length of the vector, engine. The 13 cylinders have the following requirement (d):

Also have an ignition sequence (n1 to n13), where n is the cylinder number, φ _n is the ignition angle for cylinder n, and F (n) is F ( 1) = 0 and the weight function F (n) = F (n−1) + (distance from center line of cylinder C _n−1 to center line of cylinder Cn / nominal distance between cylinders) The internal combustion engine with a two-stroke constant pressure turbocharger according to claim 1, characterized in that || identifies the length of the vector. The 13 cylinders have the following requirement (e):

Also have an ignition sequence (n1 to n13), where n is the cylinder number, φ _n is the ignition angle for cylinder n, and F (n) is F ( 1) = 0 and the weight function F (n) = F (n−1) + (distance from center line of cylinder C _n−1 to center line of cylinder Cn / nominal distance between cylinders) The internal combustion engine with a two-stroke constant pressure turbocharger according to claim 1 or 2, characterized in that || identifies the length of the vector. The ignition sequence is shown in the following table.

Ignition sequence No. 1 to No. The internal combustion engine with a two-stroke constant pressure turbocharger according to any one of claims 1 to 3, wherein the internal combustion engine is selected from the group consisting of 37. 5. The ignition sequence according to claim 1, wherein the crankshaft rotation angle between the ignitions of the two successive cylinders is equal in the sense of 360 ° / 13. An internal combustion engine with the described two-stroke constant pressure turbocharger. The ignition sequence is unequal in the sense that the angle of rotation of the crankshaft during the ignition process of at least two pairs of consecutively igniting cylinders is different from 360 ° / 13. An internal combustion engine with a two-stroke constant pressure turbocharger according to any one of 1 to 4. The internal combustion engine with a two-stroke constant pressure turbocharger according to any one of claims 1 to 6, wherein the engine is a main propulsion engine in a container ship.

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