• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a large turbocharged two-stroke internal combustion engine of the crosshead type comprising a lubrication supply of lubrication fluid, and at least one connecting rod comprising a first end having a first hole configured to be connected to a crosshead via a first bearing, a second end having a second hole configured to be connected to a crankpin via a second bearing, and a rod part between the first hole and the second hole, the connecting rod having an axial extension, the connecting rod further comprising a fluid channel configured to supply the lubrication fluid to at least one of the holes, wherein the connecting rod comprises a centre part and a third hole, the third hole being arranged in the rod part closer to one of the bearings than the centre part, the third hole being configured to modify a stiffness of the connecting rod at least in the axial extension.
    公开号:DK201570649A1
    申请号:DKP201570649
    申请日:2015-10-09
    公开日:2016-08-29
    发明作者:Per Nilsson
    申请人:Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland；
    IPC主号:
    专利说明:

    A LARGE TURBOCHARGED TWO-STROKE INTERNAL COMBUSTION ENGINE Field of the invention
    The present invention relates to a large turbocharged two-stroke internal combustion engine of the crosshead type comprising a lubrication supply of lubrication fluid and at least one connecting rod.
    Background art
    In internal combustion engines e.g. known from US4515110, such as large two-stroke diesel engines in marine vessels, the attempt to minimise the weight and volume of the engine in order to reduce engine costs and make more room on the vessel, e.g. for more containers, is of increasing importance and an area which is in constant development. Especially, it has become a focus area to minimise large components, such as the connecting rod bearings, while still being able to supply lubrication to the bearings and transferring the same load, without reducing the lifespan of the connecting rods, the bearings and the engine.
    Summary of the invention
    It is an object of the present invention to wholly or partly overcome the above disadvantages and drawbacks of the prior art. More specifically, it is an object to provide an improved large turbocharged two-stroke internal combustion engine of the crosshead type where the weight and volume of the engine are minimised without inducing more stress in the components and in their connections or providing a negative effect on the bearings or on the kinematic imbalance and vibration of the engine.
    The above objects, together with numerous other objects, advantages, and features, which will become evident from the below description, are accomplished by a solution in accordance with the present invention by a large turbocharged two-stroke internal combustion engine of the crosshead type comprising: - a lubrication supply of lubrication fluid, and - at least one connecting rod comprising a first end having a first hole configured to be connected to a crosshead via a first bearing, a second end having a second hole configured to be connected to a crankpin via a second bearing, and a rod part between the first hole and the second hole, the connecting rod having an axial extension, the connecting rod further comprising a fluid channel configured to supply the lubrication fluid to at least one of the holes, wherein the connecting rod comprises a centre part and a third hole, the third hole being arranged in the rod part closer to one of the bearings than the centre part, the third hole being configured to modify a stiffness of the connecting rod at least in the axial extension.
    By having a third hole in the rod part closer to one of the bearings than the centre part, the stiffness is distributed in the connecting rod so that the connecting rod can be made substantially thinner and the first and the second holes substantially smaller, decreasing the overall length of the crank shaft and thus decreasing the size of the entire large turbocharged two-stroke internal combustion engine.
    In addition, the fluid channel may extend from the first hole to the second hole.
    Furthermore, the fluid channel may be configured to supply the lubrication fluid through the second hole to the bearing in the second hole.
    Further, the third hole may extend perpendicularly to the axial extension.
    The centre part may be arranged in the middle of the connecting rod between the first hole and the second hole.
    Additionally, the third hole may extend across the fluid channel, defining an intermediate outlet and an intermediate inlet of the fluid channel, both facing the third hole.
    Moreover, the connecting rod may comprise an additional third hole on the opposite side of the fluid channel.
    Furthermore, the additional third hole may be closer to the first end.
    Also, the third hole may be closer to the second end than to the first end.
    Further, the third hole may be closer to the first end than to the second end.
    The connecting rod may further comprise a connecting element having a bore and being arranged in the third hole to fluidly connect the intermediate outlet and the intermediate inlet.
    Furthermore, the bore may form part of the fluid channel.
    Additionally, the connecting element may comprise a tubular part extending into the intermediate inlet.
    Further, the connecting element may be a tubular part extending from the first hole into the intermediate inlet.
    Moreover, the tubular part may extend partly through the rod part.
    Also, the tubular part of the connecting element may extend into the intermediate outlet.
    The tubular part may be a flexible tube.
    Furthermore, the connecting element may comprise a first part comprising a first section of the bore and a second part comprising a second section of the bore, the first part being slidable in relation to the second part fluidly connecting the first section and the second section of the bore.
    Furthermore, the connecting element may be configured to absorb a deformation of the third hole along the axial extension.
    Also, the first part of the connecting element may slide partly within the second part of the connecting element.
    Moreover, the first part of the connecting element may be a male part extending into the second part, e.g. during deformation of the third hole.
    The male part may be a tubular part.
    Also, the connecting rod may have a radial clearance of 0.05-1.0 mm, preferably a radial clearance of 0.05-0.5 mm, between the male part and the second part.
    Further, the first part and the second part may be fastened to the rod part.
    Moreover, the first part may comprise a base part and a tubular part.
    Furthermore, the second part may comprise a base part having a second section of the bore.
    Also, the tubular part of the first part may extend partly into the bore of the second part.
    Further, the base part may be fastened to the rod part, e.g. by means of screws or bolts.
    In addition, the connecting rod may have a first projection part and a second projection part extending into the third hole along the axial extension, the first projection part forming the intermediate outlet and the second projection part forming the intermediate inlet.
    Moreover, the third hole may be substantially H-shaped or I-shaped.
    Additionally, the fluid channel may have a diameter, the diameter decreasing at the second hole.
    Furthermore, a bearing ring may be arranged in the second hole and the outlet of the fluid channel may abut the bearing ring.
    Also, the fluid channel may end in two outlets arranged at a circumferential distance from the axial extension along the second hole.
    Further, the first end of the connecting rod may comprise a crosshead part connected to the rod part forming the first hole.
    In addition, the second end of the connecting rod may comprise a crankpin part connected to the rod part forming the second hole.
    The present invention also relates to a vessel comprising a large turbocharged two-stroke internal combustion engine as described above.
    Brief description of the drawings
    The invention and its many advantages will be described in more detail below with reference to the accompanying schematic drawings, which for the purpose of illustration show some non-limiting embodiments and in which
    Fig. 1 shows a partly cross-sectional view of a large turbocharged two-stroke internal combustion engine,
    Fig. 2 shows a connecting rod in perspective,
    Fig. 3 shows a cross-sectional view of part of a connecting rod,
    Fig. 4 shows a cross-sectional view of part of another connecting rod,
    Fig. 5 shows a connecting rod having two third holes,
    Fig. 6 shows another connecting rod having two third holes, and
    Fig. 7 shows another connecting rod.
    All the figures are highly schematic and not necessarily to scale, and they show only those parts which are necessary in order to elucidate the invention, other parts being omitted or merely suggested.
    Detailed description of the invention
    Fig. 1 shows a large turbocharged two-stroke internal combustion 1 engine of the crosshead type comprising a lubrication supply 2 of lubrication fluid and a connecting rod 3. The connecting rod 3 comprises a first end 4 having a first hole 5 configured to be connected to a crosshead 6, a second end 7 having a second hole 8 configured to be connected to a crankpin 9. The connecting rod 3 further comprises a rod part 10 between the first end 4 and the second end 7. The connecting rod 3 comprises a third hole 12 arranged in the rod part 10 closer to one of the bearings than a centre part 13 (shown in Fig. 2), the third hole being configured to modify the stiffness of the connecting rod 3 in the axial extension L (shown in Fig. 2).
    By having a third hole 12, the connecting rod 3 is less rigid or stiff and the force applied on the crankpin 9 by the connecting rod 3 is distributed across a larger contact surface of the second hole 8 than in the prior art disclosing connecting rods without the third hole, and the connecting rod 3 can then be made substantially thinner and the first and the second holes 5, 8 substantially smaller and thus the bearings in the crankpin 9 and the crosshead 6 can also be made smaller, without reducing the bearing performance. By reducing the thickness t (shown in Fig. 2) of the connecting rod 3, the crank shaft 35 (shown in Fig. 1) can also be made substantially shorter, reducing the overall length of the engine substantially, while providing a positive effect on the kinematic imbalance and vibration of the engine. Therefore, by applying a third hole 12, the overall volume of the engine is reduced significantly and more space is given to the cargo. Furthermore, by decreasing the size of the connecting rod 3 and thus the engine, the overall weight of the engine is also reduced substantially, which results in the overall weight of the vessel and the costs associated with transporting such load being reduced.
    When transferring force from one component to another, it can be very difficult to obtain sufficient lubrication, as the pressure applied in the power transfer forces the lubrication away from the point of force transfer. Especially when transferring force between the connecting rod and the crankpin, the high force presses the lubrication fluid, such as oil, away from the point of transfer, and injection of further lubrication is almost impossible during the transfer. Optimal oil film pressure, bearing clearance, oil film thickness and stresses and strains in the bearing are seen as the main criteria when dimensioning crankpin bearings and crosshead bearings for large two-stroke diesel engines. Thus, it is important to be able to supply lubrication fluid to the bearing between the connecting rod and the crankpin/crosshead and hence reduce the stresses in these connections in order to obtain the optimal oil film thickness and oil film pressure.
    When distributing the pressure over the larger area, the oil film, i.e. the lubrication fluid, is more easily applied to the connection between the connecting rod and the crankpin, and the lubrication fluid is similarly distributed across a large surface area, evening out the lubrication layer in the second hole 8.
    In Fig. 2, the connecting rod 3 comprises a centre part 13 arranged in the middle of the connecting rod 3 between the first and the second holes 5, 8. The connecting rod 3 further comprises a fluid channel 11 extending from the first hole 5 to the second hole 8 along an axial extension L of the connecting rod 3. The fluid channel 11 is configured to supply the lubrication fluid from the first hole 5 to the second hole 8. The lubrication fluid is delivered through the crosshead 6 for supplying lubrication fluid to a first bearing 14 in the first hole 5. The lubrication fluid flow in the fluid channel 11 to supply lubrication fluid to a second bearing 15 in the second hole 8. The third hole 12 extends perpendicularly to the axial extension L and the third hole 12 is a through-hole. The third hole 12 is closer to the second end 7 than to the first end 4.
    The third hole 12 of Fig. 3 extends across the fluid channel 11, defining an intermediate outlet 16 and an intermediate inlet 17 of the fluid channel 11, both the intermediate outlet 16 and the intermediate inlet 17 facing the third hole 12. The connecting rod 3 further comprises a connecting element 18 having a bore 19 and being arranged in the third hole 12 to fluidly connect the intermediate outlet 16 and the intermediate inlet 17. The bore 19 forms part of the fluid channel 11. The connecting element 18 comprises a tubular part 20 extending into the intermediate inlet 17 and fluidly connects the bore 19 in the tubular part 20 with the fluid channel 11. When the connecting rod 3 transfers a force from the crosshead 6 to the crankpin 9, a small deformation of the third hole 12 occurs, and the tubular part 20 slides into the intermediate inlet 17, causing this deformation to be absorbed. The connecting element 18 is fastened to the rod part 10, e.g. by means of screws or bolts 25. The connecting element 18 comprises a base part 26 and the tubular part 20 and the bolts 25 extend into the base part 26. Thus, the connecting element 18 is configured to absorb deformation of the third hole 12 of the connecting rod 3 along the axial extension L.
    The connecting element 18 of Fig. 4 comprises a first part 21 comprising a first section 22 of the bore 19 and a second part 23 comprising a second section 24 of the bore 19. The first part 21 of the connecting element 18 is slidable in relation to the second part 23 of the connecting element 18 fluidly connecting the first section 22 and the second section 24 of the bore 19. The first part 21 comprises a tubular part 20, which is a male part extending and sliding in the second section 24 of the bore 19 and thus absorbing deformation of the third hole 12 of the connecting rod 3 along the axial extension L. The connecting rod 3 has a radial clearance of 0.05-1.0 mm between the tubular part 20 and the second part 23 to absorb the deformation of the third hole 12. The first part 21 and the second part 23 are fastened to the rod part 10, e.g. by means of screws or bolts 25. The first part 21 comprises a base part 26A, and the tubular part 20 and the bolts 25 extend into the base part 26A. The second part 23 also comprises a base part 26B having a second section 24 of the bore 19.
    The connecting rod 3 of Figs. 3 and 4 has a first projection part 27 and a second projection part 28 extending into the third hole 12 along the axial extension L. The first projection part 27 forms the intermediate outlet 16 and the second projection part 28 forms the intermediate inlet 17. The third hole is thus substantially H-shaped. In Fig. 3, the fluid channel 11 has a diameter Dlf D2 and the diameter decreases from a first diameter Di at the first hole 5 to a second diameter D2 at the second hole 8. A bearing ring 29 is arranged in the second hole 8 and an outlet 30 of the fluid channel 11 abuts the bearing ring 29.
    In Fig. 4, the fluid channel 11 has the first diameter Di all the way to the second hole 8 where the lubrication fluid is distributed in a circumferential channel 36 along the circumference of the second hole 8 as shown in Fig. 5, and thus the fluid channel 11 ends in two outlets 32.
    In Fig. 5, the connecting rod 3 comprises an additional third hole 12B and the additional third hole 12B is closer to the first end 4 than to the second end 7. The connecting element 18 comprises a tubular part 20 extending into the intermediate inlet 17 and the fluid channel 11 ends in two outlets 32 arranged at a circumferential distance from the axial extension L along the second hole 8.
    The first end 4 of the connecting rod 3 of Figs. 1-7 has a crosshead part 33 connected to the rod part 10, forming the first hole 5. In the same way, the second end 7 of the connecting rod 3 comprises a crankpin part 34 connected to the rod part 10, forming the second hole 8.
    The connecting rod 3 in Fig. 6 comprises the first third hole 12, 12A and an additional third hole 12, 12B arranged on opposite sides of the fluid channel 11, so that the two third holes 12, 12A, 12B are arranged on either side of the fluid channel 11. The rod part 10 is thus made more flexible above the second hole 8 so as to even out the force applied to the crankpin 9.
    In Fig. 7, the tubular part 20 extends partly through the rod part 10 in the fluid channel 11 and the tubular part 20 thus extends from the first hole 5 through the third hole 12 to the second hole 8. There may be a clearance between the tubular part 20 and the first hole 5 and/or the second hole 8. The tubular part 20 extends into the intermediate outlet 16 and into the intermediate inlet 17 and slides within the fluid channel 11 to absorb the deformation of the third hole 12. The tubular part may in another embodiment be a flexible tube.
    Although the invention has been described in the above in connection with preferred embodiments of the invention, it will be evident for a person skilled in the art that several modifications are conceivable without departing from the invention as defined by the following claims.
    权利要求:
    Claims (10)
    [1]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1), which comprises the cross-head type two-stroke internal internal combustion engine (1): - a lubricating fluid supply (2), and - at least one connecting rod (3) comprising a first end (4) has a first hole (5) configured to be connected to a crosshead (6) via a first bearing (14), a second end (7) having a second hole (8) configured to be connected to a crank ( 9) via a second bearing (15) and a rod part (10) between the first hole (5) and the second hole (8), the connecting rod (3) having an axial extension (L), the connecting rod (3) furthermore comprises a fluid channel (11) configured to supply the lubricating fluid to at least one of the holes (5, 8), characterized in that the connecting rod (3) comprises a center part (13) and a third hole (12), wherein the third hole (12) is a through hole arranged in the rod part (10) closer to one of the bearings than the middle part, the third hole (12) is configured to modify a stiffness of the connecting rod (3) at least to the axial extent (L).
    [2]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to claim 1, wherein the third hole (12) extends perpendicular to the axial extension (L).
    [3]
    A large turbocharged internal two-stroke internal combustion engine (1) of claim 1 or 2, wherein the fluid passage (11) extends from the first hole (5) to the second hole (8).
    [4]
    A large cross-head turbocharged internal two-stroke internal combustion engine (1) according to any one of the preceding claims, wherein the third hole (12) extends across the fluid channel (11) so as to define an intermediate outlet (16) and a intermediate inlet (17) of the fluid channel (11), wherein both the intermediate outlet and the intermediate inlet face the third hole (12).
    [5]
    The large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to claim 4, wherein the connecting rod (3) further comprises a connecting element (18) having a bore (19) and arranged in the third hole (12) thereby fluidly connecting it intermediate inlet (16) and intermediate inlet (17).
    [6]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to claim 5, wherein the connecting member (18) comprises a tubular member (20) extending into the intermediate inlet (17).
    [7]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to claim 5 or 6, wherein the connecting element (18) comprises a first portion (21) comprising a first section (22) of the bore and a second portion (23) which comprises a second section (24) of the bore, wherein the first portion (21) may slide relative to the second portion (23) so as to establish fluid communication between the first section (22) and the second section (24) of the bore .
    [8]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to any one of claims 5-7, wherein the connecting element (18) is configured to absorb a deformation of the third hole (12) along the axial extension (L).
    [9]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to any one of claims 5-8, wherein the first part (21) of the connecting element (18) slides partially within the second part (23) of the connecting element (18).
    [10]
    A large cross-head type turbocharged internal two-stroke internal combustion engine (1) according to any of claims 4-9, wherein the connecting rod (3) has a first projecting portion (27) and a second projecting portion (28) extending into it. a third hole (12) along the axial extension (L), where the first projecting portion (27) forms the intermediate outlet (16) and the second projecting portion (28) forms the intermediate inlet (17).
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DKPA201570649A|DK178617B1|2015-10-09|2015-10-09|A large turbocharged two-stroke internal combustion engine|DKPA201570649A| DK178617B1|2015-10-09|2015-10-09|A large turbocharged two-stroke internal combustion engine|
    JP2016198804A| JP6305488B2|2015-10-09|2016-10-07|2-stroke internal combustion engine with large turbocharger|
    KR1020160129535A| KR20170044030A|2015-10-09|2016-10-07|A large turbocharged two-stroke internal combustion engine|
    CN201610878248.7A| CN106567758B|2015-10-09|2016-10-08|Big turbocharging two-stroke internal combustion engine|
    KR1020170129137A| KR102144407B1|2015-10-09|2017-10-10|A large turbocharged two-stroke internal combustion engine|
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