DK181012B1 - Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine - Google Patents

Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine Download PDF

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Publication number
DK181012B1
DK181012B1 DKPA202100975A DKPA202100975A DK181012B1 DK 181012 B1 DK181012 B1 DK 181012B1 DK PA202100975 A DKPA202100975 A DK PA202100975A DK PA202100975 A DKPA202100975 A DK PA202100975A DK 181012 B1 DK181012 B1 DK 181012B1
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DK
Denmark
Prior art keywords
connecting rod
bearing
combustion engine
fluid channel
turbocharged
Prior art date
Application number
DKPA202100975A
Other languages
Danish (da)
Inventor
Henrik Nilsson Per
Original Assignee
Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland
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Application filed by Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland filed Critical Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland
Priority to DKPA202100975A priority Critical patent/DK181012B1/en
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Publication of DK202100975A1 publication Critical patent/DK202100975A1/en
Publication of DK181012B1 publication Critical patent/DK181012B1/en
Priority to JP2022159180A priority patent/JP7265080B1/en
Priority to KR1020220129577A priority patent/KR102581797B1/en
Priority to CN202211238525.XA priority patent/CN115962027A/en

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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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C5/00—Crossheads; Constructions of connecting-rod heads or piston-rod connections rigid with crossheads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C7/00—Connecting-rods or like links pivoted at both ends; Construction of connecting-rod heads
    • F16C7/02—Constructions of connecting-rods with constant length
    • F16C7/023—Constructions of connecting-rods with constant length for piston engines, pumps or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/06—Lubricating systems characterised by the provision therein of crankshafts or connecting rods with lubricant passageways, e.g. bores
    • F01M2001/066—Connecting rod with passageways
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

Described is a large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine comprising a lubrication supply (2) of lubrication fluid, and at least one connecting rod (3) comprising a first end (4) having a first bearing (5) configured to be connected to a crosshead (6), a second end (7) having a second bearing (8) configured to be connected to a crank pin (9), and a rod part (10) between the first end (4) and the second end (7), the connecting rod (3) having an axial extension with an axial centerline (L), the connecting rod (3) further comprising a lubrication fluid channel (11) configured to supply lubrication fluid from the first bearing (5) to the second bearing (8), and at least one stiffness modifying hole (12) arranged in the connecting rod (3). The engine is peculiar in that the connecting rod (3) is plate shaped and the lubrication fluid channel (11) is non-centered relative to the axial centerline (L) ) and do not interfere with the stiffness modifying hole(s) (12). Hence, it will be possible to choose the position and shape of the stiffness modifying hole(s) independent of the lubrication fluid channel, whereby the stresses in the connecting rod, the oil film pressure distribution, the oil film thickness and the stresses in the bearings may be fully optimized.

Description

DK 181012 B1 1
TECHNICAL FIELD The present invention relates to a large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine comprising a lubrication supply of lubrication fluid, and at least one connecting rod comprising a first end having a first bearing configured to be connected to a crosshead, a second end having a second bearing configured to be connected to a crank pin, and a rod part between the first bearing and the second bearing, the connecting rod having an axial extension with an axial centerline, the connecting rod further comprising a fluid channel configured to supply lubrication fluid from the first bearing to the second bearing, and at least one stiffness modifying hole arranged in the connecting rod.
BACKGROUND In internal combustion engines, such as large two-stroke diesel engines in marine vessels, the attempt to minimize 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 minimize 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. It is well known that one or more stiffness modifying holes in a connecting rod can be used to modify the stiffness around the bearings in order to optimize the oil film pressure distribution, oil film thickness and stresses in the bearings and connecting rod. It is also known from DK178617 that it is also possible to lead lubrication fluid from the first bearing at the crosshead to the second bearing at
DK 181012 B1 2 the crank pin bearing past a stiffness modifying hole, which interferes with the lubrication fluid channel in a connecting rod.
In DK178617 it is further described how multiple stiffness modifying holes can be used around the lubrication fluid channel or a large stiffness modifying hole can be used with a telescopic connecting piece leading the lubrication fluid past the hole.
For a large stiffness modifying hole with a telescopic connecting piece it is also known from DK178617 that stress free plateaus inside the hole can be used to solve the problem with the double notch stresses and the problem with stresses in the threads for the bolts.
The maximum oil film pressure, bearing coating material, bearing clearance, oil film thickness and stresses and strains in the bearings are seen as the main criteria when dimensioning crank pin bearings and crosshead bearings for large two-stroke diesel engines.
The existing technical solution known from DK178617 is not optimal because either must the position of the stiffness modifying hole/holes not interfere with the lubrication fluid channel inside the connecting rod, or a connecting piece solution must be used.
The lubrication fluid channel inside the connecting rod is necessary to supply the crank pin bearing with lubrication oil.
Thus, arranging the position and design of the stiffness modifying hole/holes so they do not interfere with the lubrication fluid channel is unfavorable, because the stresses in the connecting rod, the oil film pressure distribution, the oil film thickness and the stresses in the bearing cannot be fully and freely optimized.
Several smaller stiffness modifying holes around the lubrication fluid channel, as suggested in DK178617, can be used to get a positive effect, but the full effect is best achieved, if one large stiffness modifying hole is positioned in the central area.
However, this central area interferes with the best position for the lubrication fluid channel.
The alternative to completely remove the lubrication fluid channel inside the connecting rod and lubricate the crank pin bearing using a completely external pipe system is unwanted because of the complexity.
Further, lubrication fluid supply from the crank shaft is unwanted because of its complexity and stresses in the crank shaft.
In the existing connecting rod design it would also cause problems in terms of high stresses in the connecting rod or a too large and heavy connecting rod to change the position of the
DK 181012 B1 3 lubrication fluid channel in order not to interfere with the stiffness modifying hole.
SUMMARY OF THE INVENTION It is an object of the present invention to provide an internal combustion engine of the kind mentioned in the introduction having a connecting rod with a lubrication fluid channel extending from the crosshead bearing to the crank pin bearing, where the above mentioned challenges relating to the interference between the position of the stiffness modifying hole/holes and the lubrication fluid channel inside the connecting rod are at least significantly reduced. The foregoing and other objects are achieved by the features of the independent claims. Further implementation forms are apparent from the dependent claims, the description, and the figures. According to a first aspect, there is provided a large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine comprising a lubrication supply of lubrication fluid, and at least one connecting rod comprising a first end having a first bearing configured to be connected to a crosshead, a second end having a second bearing configured to be connected to a crank pin, and a rod part between the first end and the second end, the connecting rod having an axial extension with an axial centerline, the connecting rod further comprising a lubrication fluid channel configured to supply lubrication fluid from the first bearing to the second bearing, and at least one stiffness modifying hole arranged in the connecting rod, and being characterized in that the connecting rod is plate shaped and the lubrication fluid channel is non-centered relative to the axial centerline and do not interfere with the stiffness modifying hole(s).
In this context, by the expression “plate shaped” is meant that the rod part of the connecting rod is significantly wider in the engine transverse direction than
DK 181012 B1 4 in the longitudinal direction. Thus, the rod part is at least one and a half times wider in the engine transverse direction than in the longitudinal direction. Hence, it will be possible to choose the position and shape of the stiffness modifying hole(s) independent of the lubrication fluid channel, whereby the stresses in the connecting rod, the oil film pressure distribution, the oil film thickness and the stresses in the bearings may be fully optimized. The advantage of the invention, compared to the existing technology, is that the dimensions of the crank pin and cross head bearings can be reduced without reducing the bearing performance, bearing life length, connecting rod safety factors, changing slip properties on back of bearing shells and without expensive and complex lubrication solutions for the crank pin bearing. Increased bearing life length, reduced bearing power loss and increased engine efficiency is immediately obtained. Thus, reduced bearing dimensions in terms of width and diameter, and reduced total engine height, length and width is obtained. This would reduce total engine mass and production costs compared to the existing technical solutions. The invention could also have a positive effect on engine kinematic imbalance and vibration. Further, a plate shaped connecting rod has a positive influence on the crankshaft and complete engine, because it allows for a shorter distance between the crankshaft throws. The lubrication fluid channel may extend from the first bearing to the second bearing following a direction being inclined relative to said axial centerline of the connecting rod. In this way, the lubrication fluid channel inside the connecting rod would not interfere with a stiffness modifying hole arranged symmetrical about the axial centerline of the connecting rod, whereby the shape of the stiffness modifying hole may be optimized.
Further, in another embodiment, the connecting rod is made with a width of at least 1/2 of the diameter of the smallest of the first and second bearings, preferably with at least same diameter as the smallest of the first and second bearings. In such an embodiment it would be possible to have the lubrication
DK 181012 B1 fluid channel to extend from the first bearing to the second bearing following a direction being essential parallel relative to said axial centerline of the connecting rod. In this way, the lubrication fluid channel inside the connecting rod would not interfere with a stiffness modifying hole arranged symmetrical 5 about the axial centerline of the connecting rod, whereby the shape of the stiffness modifying hole may be optimized. In a further embodiment of the invention the lubrication fluid channel may extend from the first bearing to the second bearing following over a first portion a first direction being inclined with a first angle relative to said axial centerline of the connecting rod and following over a second portion a second direction being inclined with a second angle relative to said axial centerline of the connecting rod.
The stiffness modifying hole may be provided with any appropriate shape that promote optimum stresses in the connecting rod, oil film pressure distribution, oil film thickness and the stresses in the bearings, such as circular, oval, polygonal etc., however it is preferred that it is barrel shaped, i.e. rectangular in its base form however with outwardly curved side faces.
In order to obtain optimum bearing performance and tensions around the stiffness modifying hole, it is preferred that the ratio between the width of the stiffness modifying hole and the diameter of the crank pin is within the range of 1/10 to 3/10, preferably about 2/10.
In order to obtain optimum bearing performance and tensions around the stiffness modifying hole, it is preferred that the ratio between the distance between the stiffness modifying hole (12) and the diameter of the crank pin (9) is within the range of 1/10 to 4/10, preferably between 3/20 and 3/10 and most preferably about 2/10.
When operating the engine the load is not evenly distributed in the connecting rod and the distribution is influenced by the direction of rotation of the crank
DK 181012 B1 6 pin. Thus, in an engine, which may be driven in both rotational directions it is preferred that the at least one stiffness modifying hole is arranged symmetrical about said axial centerline of the connecting rod.
BRIEF DESCRIPTION OF THE DRAWINGS The invention will be explained in more details with reference to the example embodiment shown in the drawings, in which: Fig. 1 shows a partly cross-sectional view of a large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine, Fig. 2 shows a connecting rod according to the invention having inclined lubrication fluid channel, and Fig. 3 shows another connecting rod according to the invention having parallel lubrication fluid channel.
DETAILED DESCRIPTION In the following detailed description, the invention will be described with reference to a large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine, but it is understood that the internal combustion engine could be of another type.
Fig. 1 shows a large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine 1 engine 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 bearing 5 configured to be connected to a crosshead 6, a second end 7 having a second bearing 8 configured to be connected to a crank pin 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 stiffness modifying hole 12 arranged in the rod part 10 close to the bearing 8, the
DK 181012 B1 7 stiffness modifying hole 12 being configured to modify the stiffness of the connecting rod 3 its longitudinal direction between its two ends. By having a stiffness modifying hole 12, the connecting rod 3 is less rigid or stiff and the force applied on the crank pin 9 by the connecting rod 3 is distributed across a larger contact surface of the second bearing 8 than in prior art disclosing connecting rods without such a stiffness modifying hole. The connecting rod 3 can then be made substantially thinner and the first and the second bearings 5, 8 may also be made smaller without reducing the bearing performance. By reducing the thickness of the connecting rod 3, a crank shaft 35 can also be made substantially shorter, reducing the overall length and volume of the engine substantially. As seen in Fig. 2, the connecting rod 3 has an axial extension with an axial centerline L and comprises a rod part 10 arranged in the middle of the connecting rod 3 between the first and the second bearings 5, 8. The connecting rod 3 further comprises a lubrication fluid channel 11 extending from the first bearing 5 to the second bearing 8 inside the connecting rod 3. The lubrication fluid channel 11 is configured to supply the lubrication fluid from the first bearing 5 to the second bearing 8. The lubrication fluid is delivered through the crosshead 6 for supplying lubrication fluid to a first bearing 5. The lubrication fluid flow in the lubrication fluid channel 11 to supply lubrication fluid to a second bearing 8. The stiffness modifying hole 12 extends perpendicularly to the axial centerline L and the stiffness modifying hole 12 is a through hole.
According to the invention the connecting rod 3 is plate shaped and the lubrication fluid channel 11 is provided non-centered relative to the axial centerline L. In this way, the position and form of the stiffness modifying hole 12 may be chosen independently of the lubrication fluid channel 11, whereby the stresses in the connecting rod 3, the oil film pressure distribution, the oil film thickness and the stresses in the bearings may be fully optimized.
DK 181012 B1 8 In the embodiment shown in Fig. 2, the lubrication fluid channel 11 extends from the first bearing 5 to the second bearing 8 following a direction being inclined relative to and intersecting the axial centerline L of the connecting rod
3. In this way, the lubrication fluid channel 11 inside the connecting rod do not interfere with or intersect the stiffness modifying hole 12 arranged symmetrical about the axial centerline L of the connecting rod. Hereby the shape of the stiffness modifying hole 12 may be optimized. In the embodiment shown in Fig. 3, the connecting rod 3 is made with a width being essentially the same as the diameter of the first bearing 5, being the smallest of the two bearings. By providing the connecting rod 3 with a somewhat larger width it is possible to have the lubrication fluid channel 11 to extend from the first bearing 5 to the second bearing 8 following a direction being essential parallel relative to said axial centerline L of the connecting rod
3. Also in this embodiment, the lubrication fluid channel 11 inside the connecting rod 3 do not interfere with or intersect the stiffness modifying hole 12 arranged symmetrical about the axial centerline L of the connecting rod 3, whereby the shape of the stiffness modifying hole 12 also in this embodiment may be optimized.
In Fig. 1 to 3 the stiffness modifying hole 12 is shown in its preferred shape, as defined above. Further, in the embodiment shown in Fig. 3 the connecting rod 3 may also be provided with an additional stiffness modifying hole 12b in the opposite end close to the first end 4. Also, not shown, the connecting rod 3 may be provided with one or more additional stiffness modifying holes 12 or 12b in both ends, preferably distributed evenly about the axial centerline L.

Claims (8)

DK 181012 B1 9 PatentkravDK 181012 B1 9 Patent claim 1. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor omfattende en smøreforsyning (2) af smørevæske og mindst én plejlstang (3) — omfattende en første ende (4) med et første leje (5) konfigureret til at være forbundet til et krydshoved (6), en anden ende (7) med et andet leje (8) konfigureret til at blive forbundet med en krumtapaksel (9), og en stangdel (10) mellem den første ende (4) og anden ende (7), hvor plejlstangen (3) har en aksial udstrækning med en aksial centerlinje (L), hvor plejlstangen (3) — yderligere omfatter en smørevæskekanal (11), der er konfigureret til at tilføre smørevæske fra det første leje (5) ) til det andet leje (8), og mindst et stivnedsmodificerende hul (12) anbragt i plejlstangen (3), kendetegnet ved, at plejlstangen (3) er pladeformet og smørevæskekanalen (11) er ikke-centreret i forhold til den aksiale midterlinje (L) og ikke interfererer med det eller de — stivhedsmodificerende huller (12).1. Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine comprising a lubrication supply (2) of lubricating fluid and at least one connecting rod (3) — comprising a first end (4) having a first bearing (5) configured to be connected to a crosshead (6 ), a second end (7) with a second bearing (8) configured to be connected to a crankshaft (9), and a rod part (10) between the first end (4) and the second end (7) where the connecting rod ( 3) has an axial extension with an axial center line (L) where the connecting rod (3) — further comprises a lubricating fluid channel (11) configured to supply lubricating fluid from the first bearing (5) ) to the second bearing (8) , and at least one stiffness-modifying hole (12) located in the connecting rod (3), characterized in that the connecting rod (3) is plate-shaped and the lubricating fluid channel (11) is off-centered with respect to the axial center line (L) and does not interfere with it, or the — stiffness-modifying holes (12). 2. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge krav 1, kendetegnet ved, at smørevæskekanalen (11) strækker sig fra det første leje (5) til det andet leje (8) i en retning, der er skråtstillet i forhold til den — aksiale midterlinje (L) af plejlstangen (3).2. Large two-stroke uniflow scavenged turbocharged cross-head combustion engine according to claim 1, characterized in that the lubricating fluid channel (11) extends from the first bearing (5) to the second bearing (8) in a direction inclined to the — axial center line (L) of the connecting rod (3). 3. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge krav 1, kendetegnet ved, at smørevæskekanalen (11) strækker sig fra det første leje (5) til det andet leje (8) i en retning, der er væsentlig parallel i forhold til den aksiale midterlinje (L) af plejlstangen (3).3. Large two-stroke uniflow scavenged turbocharged cross-head combustion engine according to claim 1, characterized in that the lubricating fluid channel (11) extends from the first bearing (5) to the second bearing (8) in a direction substantially parallel to the axial center line (L) of the connecting rod (3). 4. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge krav 1, kendetegnet ved, at smørevæskekanalen (11) strækker sig fra det første leje (5) til det andet leje (8) følgende over en første del en første retning, der er skråtstillet med en første vinkel i forhold til nævnte aksiale midterlinje (L) af plejlstangen (3) og følgende over en anden del en anden retning, der er skråtstillet med en anden vinkel i forhold til nævnte aksiale midterlinje (L) af plejlstangen ( 3).Large two-stroke uniflow scavenged turbocharged cross-head combustion engine according to claim 1, characterized in that the lubricating fluid channel (11) extends from the first bearing (5) to the second bearing (8) following over a first part a first direction which is inclined with a first angle in relation to said axial center line (L) of the connecting rod (3) and following over a second part another direction which is inclined at a second angle in relation to said axial center line (L) of the connecting rod ( 3). DK 181012 B1 10DK 181012 B1 10 5. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge et hvilket som helst af de foregående krav, kendetegnet ved, at det stivnedsmodificerende hul (12) er cirkulært, ovalt, polygonalt eller fortrinsvis tøndeformet, dvs. rektangulært i sin basisform med udadbuede sideflader.Large two-stroke uniflow scavenged turbocharged cross-head combustion engine according to any one of the preceding claims, characterized in that the solidification modifying hole (12) is circular, oval, polygonal or preferably barrel-shaped, i.e. rectangular in its basic shape with outwardly curved side surfaces. 6. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge et hvilket som helst af de foregående krav, kendetegnet ved, at forholdet mellem bredden af det stivhedsmodificerende hul (12) og diameteren af krumtapakslen (9) er inden for området fra 1/10 til 3/10, fortrinsvis ca. 2/10.Large two-stroke uniflow scavenged turbocharged crosshead combustion engine according to any one of the preceding claims, characterized in that the ratio of the width of the stiffness modifying hole (12) to the diameter of the crankshaft (9) is in the range of 1/10 to 3/10, preferably approx. 2/10. 7. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge et hvilket som helst af de foregående krav, kendetegnet ved, at forholdet mellem afstanden mellem det stivhedsmodificerende hul (12) og diameteren af krumtapakslen (9) er inden for området fra 1/10 til 4/10, fortrinsvis mellem 3/20 og 3/10 og mest fortrinsvis ca. 2/10.Large two-stroke uniflow scavenged turbocharged crosshead combustion engine according to any one of the preceding claims, characterized in that the ratio of the distance between the stiffness modifying hole (12) and the diameter of the crankshaft (9) is in the range of 1/10 to 4/10, preferably between 3/20 and 3/10 and most preferably approx. 2/10. 8. Stor to-takts uniflow skyllet turboladet krydshovedforbrændingsmotor ifølge et hvilket som helst af de foregående krav, kendetegnet ved, at det mindst ene stivhedsmodificerende hul (12) er arrangeret symmetrisk omkring den — aksiale midterlinje (L) af plejlstangen (3).8. Large two-stroke uniflow scavenged turbocharged crosshead combustion engine according to any one of the preceding claims, characterized in that the at least one stiffness modifying hole (12) is arranged symmetrically about the — axial center line (L) of the connecting rod (3).
DKPA202100975A 2021-10-12 2021-10-12 Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine DK181012B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DKPA202100975A DK181012B1 (en) 2021-10-12 2021-10-12 Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine
JP2022159180A JP7265080B1 (en) 2021-10-12 2022-10-03 Large 2-stroke uniflow scavenging turbocharged crosshead internal combustion engine
KR1020220129577A KR102581797B1 (en) 2021-10-12 2022-10-11 Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine
CN202211238525.XA CN115962027A (en) 2021-10-12 2022-10-11 Large-scale two-stroke single-flow scavenging turbocharging crosshead internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DKPA202100975A DK181012B1 (en) 2021-10-12 2021-10-12 Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine

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DK202100975A1 DK202100975A1 (en) 2022-09-21
DK181012B1 true DK181012B1 (en) 2022-09-21

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DKPA202100975A DK181012B1 (en) 2021-10-12 2021-10-12 Large two-stroke uniflow scavenged turbocharged crosshead internal combustion engine

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JP (1) JP7265080B1 (en)
KR (1) KR102581797B1 (en)
CN (1) CN115962027A (en)
DK (1) DK181012B1 (en)

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KR20230052233A (en) 2023-04-19
JP2023062676A (en) 2023-05-08

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