RECIPROCATING ENGINE AND ENGINE BLOCK

Description

[0001] 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.

[0002] 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.

[0003] Patent publication AT 413740 B discloses a piston engine, which comprises a main inlet air receiver and an auxiliary inlet air receiver that is arranged between the main inlet air receiver and the cylinders and in fluid communication with the main inlet air receiver through connecting channels. The connecting channels are integrated with the crankcase and pass between the extensions of consecutive cylinders below the cylinders.

[0004] An object of the present invention is to reduce the pressure pulsation in an inlet channel of a reciprocating engine.

[0005] 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. The at least one connecting channel comprises a portion that is in the engine block, and said portion passes between two adjacent cylinders

[0006] 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 cylinders.

[0007] 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.

[0008] 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.

[0009] According to another embodiment of the invention, in V-shaped cylinder configuration the main inlet air receiver is arranged between the cylinder banks. The auxiliary 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.

[0010] 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.

[0011] 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.

[0012] 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 receiver 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.

[0013] 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.

[0014] 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.

[0015] Each cylinder 3 is provided with a separate cylinder head 11 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 11 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 11. 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 11. 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.

[0016] 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.

[0017] 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 channels, 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

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), wherein 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), the at least one connecting channel (9) comprising a portion (9a) that is in the engine block (2), characterized in that said portion (9a) passes between two adjacent 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 communication 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).

11. 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 (11) 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 (11).

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 inlet air is arranged in the engine block (2) between the cylinder banks (4).

Ansprüche

1. Hubkolben-Kraftmaschine (1), die einen Motorblock (2), der Zylinder (3) hat, und einen Ansaugkanal (5) zum Leiten von Ansaugluft in die Zylinder (3) umfasst, wobei der Ansaugkanal (5) mit einem Haupt-Ansaugluftbehälter (6) und wenigstens einem Neben-Ansaugluftbehälter (7) versehen ist, wobei dieser Neben-Ansaugluftbehälter (7) stromabwärts von dem Haupt-Ansaugluftbehälter (6) und stromaufwärts von den Zylindern (3) angeordnet ist, wobei der Neben-Ansaugluftbehälter (7) mit dem Haupt-Ansaugluftbehälter (6) in Fluidverbindung steht durch wenigstens einen Verbindungskanal (9), der zwischen zwei aufeinanderfolgenden Zylindern (3) hindurchgeht, wobei der wenigstens eine Verbindungskanal (9) einen Abschnitt (9a) umfasst, der sich in dem Motorblock (2) befindet, dadurch gekennzeichnet, dass der Abschnitt (9a) zwischen zwei benachbarten Zylindern (3) hindurchgeht.

2. Hubkolben-Kraftmaschine (1) nach Anspruch 1, dadurch gekennzeichnet, dass die Zylinder (3) in zwei Bänken (4) angeordnet sind und dass der Ansaugkanal (5) mit zwei Neben-Ansaugluftbehältern (7) versehen ist, die stromabwärts von dem Haupt-Ansaugluftbehälter (6) und stromaufwärts von den Zylindern (3) angeordnet sind, und dass jede der Zylinderbänke (4) mit einem gesonderten Neben-Ansaugluftbehälter (7) versehen ist.

3. Hubkolben-Kraftmaschine (1) nach Anspruch 2, dadurch gekennzeichnet, dass der Haupt-Ansaugluftbehälter (6) zwischen den Zylinderbänken (4) angeordnet ist.

4. Hubkolben-Kraftmaschine (1) nach Anspruch 3, dadurch gekennzeichnet, dass die Neben-Ansaugluftbehälter (7) auf den entgegengesetzten Seiten der Zylinderbänke (4) im Verhältnis zu dem Haupt-Ansaugluftbehälter (6) angeordnet sind.

5. Hubkolben-Kraftmaschine (1) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Haupt-Ansaugluftbehälter (6) in dem Motorblock (2) angeordnet ist.

6. Hubkolben-Kraftmaschine (1) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Haupt-Ansaugluftbehälter (6) mit dem Motorblock (2) integral ist.

7. Hubkolben-Kraftmaschine (1) nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass der Haupt-Ansaugluftbehälter (6) von dem Motorblock (2) gesondert ist.

8. Hubkolben-Kraftmaschine (1) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der/die Neben-Ansaugluftbehälter (7) in Fluidverbindung mit dem Haupt-Ansaugluftbehälter (6) steht/stehen durch Verbindungskanäle (9), die zwischen aufeinanderfolgenden Zylindern (3) hindurchgehen.

9. Hubkolben-Kraftmaschine (1) nach Anspruch 8, dadurch gekennzeichnet, dass die Verbindungskanäle (9) wenigstens teilweise in dem Motorblock (2) angeordnet sind.

10. Hubkolben-Kraftmaschine (1) nach einem der Ansprüche 2 bis 9, dadurch gekennzeichnet, dass die Kraftmaschine (1) mit einem Abgaskanal (10) zum Abgeben von Abgas aus den Zylindern (3) versehen ist, wobei dieser Abgaskanal (10) zwischen den Zylinderbänken (4) angeordnet ist.

11. Hubkolben-Kraftmaschine (1) nach Anspruch 10, dadurch gekennzeichnet, dass jede der Zylinderbänke (4) mit einem gesonderten Abgaskanal (10) zum Abgeben von Abgas aus den Zylindern (3) versehen ist, wobei diese Abgaskanäle (10) zwischen den Zylinderbänken (4) angeordnet sind.

12. Hubkolben-Kraftmaschine (1) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass jeder Zylinder (3) einen Zylinderkopf (11) umfasst, der eine Einlassöffnung (12) für Ansaugluft und eine Auslassöffnung (13) für Abgas hat, und dass ein Einlass der Einlassöffnung (12) und ein Auslass der Auslassöffnung (13) auf den entgegengesetzten Seiten des Zylinderkopfs (11) angeordnet sind.

13. Hubkolben-Kraftmaschine (1) nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Volumen des Haupt-Ansaugluftbehälters (6) größer ist als das Volumen/die Volumina des/der Neben-Ansaugluftbehälter(s) (7).

14. Motorblock (2) einer Hubkolben-Kraftmaschine (1), dadurch gekennzeichnet, dass ein Haupt-Ansaugluftbehälter (6) für Ansaugluft in dem Motorblock (2) angeordnet ist und dass Verbindungskanäle (9) zum Abgeben von Ansaugluft aus dem Haupt-Ansaugluftbehälter (6) mit dem Haupt-Ansaugluftbehälter (6) verbunden sind, wobei diese Verbindungskanäle (9) in dem Motorblock (2) zwischen aufeinanderfolgenden Zylindern (3) angeordnet sind.

15. Motorblock (2) nach Anspruch 14, dadurch gekennzeichnet, dass die Zylinder (3) in zwei Bänken (4) angeordnet sind und der Haupt-Ansaugluftbehälter (6) für Ansaugluft in dem Motorblock (2) zwischen den Zylinderbänken (4) angeordnet ist.

Revendications

1. Moteur à mouvement alternatif (1) comprenant un bloc-moteur (2) ayant des cylindres (3) et un conduit d'admission (5) pour conduire l'air d'admission dans les cylindres (3), le conduit d'admission (5) étant doté d'un récepteur d'air d'admission principal (6) et au moins d'un récepteur d'air d'admission auxiliaire (7), lequel récepteur d'air d'admission auxiliaire (7) est agencé en aval du récepteur d'air d'admission principal (6) et en amont des cylindres (3), dans lequel le récepteur d'air d'admission auxiliaire (7) est en communication de fluide avec le récepteur d'air d'admission principal (6) à travers au moins un conduit de raccord (9) qui passe entre deux cylindres consécutifs (3), le conduit de raccord (9) au moins comprenant une partie (9a) qui est dans le bloc-moteur (2) caractérisé en ce que la partie (9a) passe entre deux cylindres adjacents (3).

2. Moteur à mouvement alternatif (1) selon la revendication 1 caractérisé en ce que les cylindres (3) sont agencés en deux lignes (4) et en ce que le conduit d'admission (5) est doté de deux récepteurs d'air d'admission auxiliaires (7) qui sont agencés en aval du récepteur d'air d'admission principal (6) et en amont des cylindres (3) et en ce que chacune des lignes de cylindres (4) est dotée d'un récepteur d'air d'admission auxiliaire séparé (7).

3. Moteur à mouvement alternatif (1) selon la revendication 2 caractérisé en ce que le récepteur d'air d'admission principal (6) est situé entre les lignes de cylindres (4).

4. Moteur à mouvement alternatif (1) selon la revendication 3 caractérisé en ce que les récepteurs d'air d'admission auxiliaires (7) sont placés sur les côtés opposés des lignes de cylindres (4) par rapport au récepteur d'air d'admission principal (6).

5. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le récepteur d'air d'admission principal (6) est agencé dans le bloc-moteur (2).

6. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le récepteur d'air d'admission principal (6) fait partie intégrante du bloc-moteur (2).

7. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications 1-5 caractérisé en ce que le récepteur d'air d'admission principal (6) est séparé du bloc-moteur (2).

8. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le(s) récepteur(s) d'air d'admission auxiliaire(s) (7) est/sont en communication de fluide avec le récepteur d'air d'admission principal (6) par des conduits de raccord (9), qui passent entre des cylindres consécutifs (3).

9. Moteur à mouvement alternatif (1) selon la revendication 8 caractérisé en ce que les conduits de raccord (9) sont agencés au moins en partie dans le bloc-moteur (2).

10. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications 2-9 caractérisé en ce que le moteur (1) est doté d'un conduit d'échappement (10) pour évacuer les gaz d'échappement des cylindres (3), lequel conduit d'échappement (10) est agencé entre les lignes de cylindres (4).

11. Moteur à mouvement alternatif (1) selon la revendication 10 caractérisé en ce que chacune des lignes de cylindres (4) est dotée d'un conduit d'échappement séparé (10) pour évacuer les gaz d'échappement des cylindres (3), lesquels conduits d'échappement (10) sont agencés entre les lignes de cylindres (4).

12. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que chaque cylindre (3) comprend une culasse (11) ayant un orifice d'admission (12) pour l'air d'admission et un orifice d'échappement (13) pour les gaz d'échappement et en ce qu'une entrée de l'orifice d'admission (12) et une sortie de l'orifice d'échappement (13) sont agencées sur les côtés opposés de la culasse (11).

13. Moteur à mouvement alternatif (1) selon l'une quelconque des revendications précédentes caractérisé en ce que le volume du récepteur d'air d'admission principal (6) est plus grand que le(s) volume(s) du(des) récepteur(s) d'air d'admission auxiliaire(s) (7).

14. Bloc-moteur (2) d'un moteur à mouvement alternatif (1) ayant des cylindres (3) caractérisé en ce qu'un récepteur d'air d'admission principal (6) pour l'air d'admission est agencé dans le bloc-moteur (2) et en ce que les conduits de raccord (9) pour évacuer l'air d'admission du récepteur d'air d'admission principal (6) sont raccordés au récepteur d'air d'admission principal (6), lesquels conduits de raccord (9) sont agencés dans le bloc-moteur (2) entre des cylindres consécutifs (3).

15. Bloc-moteur (2) selon la revendication 14 caractérisé en ce que les cylindres (3) sont agencés en deux lignes (4) et le récepteur d'air d'admission principal (6) pour l'air d'admission est agencé dans le bloc-moteur (2) entre les lignes de cylindres (4).

Drawing