JP2023062676A - Large-sized two stroke uniflow scavenging turbocharged crosshead internal combustion engine - Google Patents

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

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JP2023062676A
JP2023062676A JP2022159180A JP2022159180A JP2023062676A JP 2023062676 A JP2023062676 A JP 2023062676A JP 2022159180 A JP2022159180 A JP 2022159180A JP 2022159180 A JP2022159180 A JP 2022159180A JP 2023062676 A JP2023062676 A JP 2023062676A
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connecting rod
bearing
lubricating fluid
internal combustion
combustion engine
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JP7265080B1 (en
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パー ヘンリク ニルソン
Per Henrik Nilsson
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MAN Energy Solutions Filial af MAN Energy Solutions SE
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    • 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

To provide a connecting rod in which a position of a rigidity-adjusting hole and a lubricant path in the connecting rod do not interfere with each other.SOLUTION: A large-sized two stroke uniflow scavenging turbocharged crosshead internal combustion engine is disclosed. The engine is equipped with a lubrication fluid supply portion and a connecting rod (3). The connecting rod is equipped with a first end portion (4) that has a first bearing (5) connected to a crosshead, a second end portion (7) that has a second bearing (8) connected to a crank pin, and a rod part (10) between the first end portion and the second end portion. The connecting rod is platy. The connecting rod is further equipped with a lubrication fluid path (11) supplying lubrication fluid from the first bearing to the second bearing, and a rigidity-adjusting hole (12). The lubrication fluid path has a center deviated from an axis line (L) of the connecting rod, and does not interfere with the rigidity-adjusting hole. Therefore, regardless of the lubrication fluid path, a position or a shape of the rigidity-adjusting hole can be selected, and it becomes possible to sufficiently optimize stress of the connecting rod, an oil film pressure distribution, an oil film thickness, and stress of a bearing.SELECTED DRAWING: Figure 2

Description

本発明は、大型２ストロークユニフロー掃気ターボ付クロスヘッド内燃機関に関する。この機関は、
潤滑流体を供給する潤滑流体供給部と；
クロスヘッドに接続されるように構成される第１の軸受を有する第１の端部と、クランクピンに接続されるように構成される第２の軸受を有する第２の端部と、前記第１の軸受と前記第２の軸受との間のロッド部分とを有する少なくとも１つの連接棒と；
を備え、
前記連接棒は、軸心線を有する軸方向エクステンションを有し；
前記連接棒は、前記第１の軸受から前記第２の軸受に潤滑流体を供給するように構成される流体路と、前記連接棒に設けられる少なくとも１つの剛性調整孔とをさらに有する。 The present invention relates to a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine. This institution
a lubricating fluid supply unit for supplying lubricating fluid;
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 crankpin; at least one connecting rod having a rod portion between one bearing and said second bearing;
with
the connecting rod has an axial extension with an axis;
The connecting rod further comprises a fluid passage configured to supply lubricating fluid from the first bearing to the second bearing, and at least one stiffness adjustment hole provided in the connecting rod.

背景background

船舶用大型２ストロークディーゼル機関のような内燃機関では、機関のコストを削減し、より多くのコンテナを積むため等の目的で船内のスペースを確保するために、機関の重量と体積を最小限に抑える試みが重要性を増しており、これは常に開発が行われている領域である。特に、連接棒軸受のような大型部品をできるだけ小さくしながら、軸受に潤滑流体を供給し、同じ荷重を伝達することができ、連接棒や軸受、そして機関の寿命を短くしないことが重視されている。 In internal combustion engines, such as large two-stroke diesel engines for ships, the weight and volume of the engine are minimized in order to reduce the cost of the engine and to free up space on board for purposes such as carrying more containers. Attempts to curb it are gaining importance and this is an area of constant development. In particular, the emphasis is on keeping large parts such as connecting rod bearings as small as possible while still lubricating the bearings and transmitting the same load without shortening the life of the connecting rods, bearings, and the engine. there is

油膜圧分布、油膜厚さ、及び軸受と連接棒の応力を最適化するために、連接棒の１つ以上の剛性調整孔を使用して、軸受周りの剛性を調整できることは、よく知られている。また、ＤＫ１７８６１７により既知となっているが、クロスヘッドに設けられた第１の軸受から、剛性調整孔を通って、クランクピン軸受に設けられた第２の軸受に潤滑流体を導くことも可能である。しかし、連接棒の潤滑流体経路に干渉してしまう。ＤＫ１７８６１７には更に、潤滑流体流路の周囲に複数の剛性調整孔を使用 It is well known that one or more stiffness adjustment holes in the connecting rod can be used to adjust the stiffness around the bearing in order to optimize the oil film pressure distribution, oil film thickness, and stresses in the bearing and connecting rod. there is As is known from DK 178617, it is also possible to lead the lubricating fluid from a first bearing provided in the crosshead through stiffness adjustment holes to a second bearing provided in the crankpin bearing. be. However, it interferes with the lubricating fluid path of the connecting rod. DK178617 also uses multiple stiffness adjustment holes around the lubricating fluid flow path

する方法、または、大きな剛性調整孔を伸縮連結ピースと共に使用し、その孔を通って潤滑流体を導く方法が記載されている。伸縮連結ピース付きの大きな剛性調整孔の場合、孔の内部に応力フリーのプラトーが使用され、ダブルノッチ応力の問題やボルト用ネジ山の応力の問題を解決できることもＤＫ１７８６１７から知られている。大型２ストロークディーゼル機関のクランクピン軸受とクロスヘッド軸受の寸法を決める際には、最大油膜圧、軸受コーティング材、軸受クリアランス、油膜厚、軸受の応力と歪みが主な判断材料とされている。 or the use of large stiffness adjusting holes with the telescoping connecting piece through which the lubricating fluid is directed. It is also known from DK 178617 that in the case of large rigid adjustment holes with telescoping connecting pieces, stress-free plateaus are used inside the holes to solve the double notch stress problem and the bolt thread stress problem. Maximum oil film pressure, bearing coating material, bearing clearance, oil film thickness, bearing stress and strain are the main considerations when determining the dimensions of crankpin bearings and crosshead bearings for large two-stroke diesel engines.

ＤＫ１７８６１７から知られている既存の技術的ソリューションは、１つ又は複数の剛性調整孔の位置が連接棒内部の潤滑流体チャネルと干渉しないようにしなければならないか、または連結ピース解決策を使用しなければならないため、最適とは言えない。連接棒内部の潤滑流体流路は、クランクピン軸受に潤滑油を供給するために必要である。潤滑流体通路と干渉しないように剛性調整孔の位置や設計を決めると、連接棒の応力、油膜圧力分布、油膜厚、軸受の応力を十分かつ自由に最適化できないため不利になる。ＤＫ１７８６１７で提案されているように、潤滑流体流路の周囲に複数の小さな剛性調整孔を設けると良い効果が得られる。しかし、最大の効果を得るには、中央部に大きな剛性調整孔を１つの配置した方がよい。しかしながら、この中央部は、潤滑液流路の最適な位置と干渉してしまう。代替案として、連接棒内部の潤滑流体流路を完全に除去し、完全に外部にあるパイプシステムを使用してクランクピン軸受を潤滑するというものがあるが、複雑であるため望ましくない。さらに、クランク軸からの潤滑流体供給は、その複雑さとクランク軸の応力のためにも好ましくない。また、既存の連接棒の設計では、剛性調整孔と干渉しないように潤滑流体流路の位置を変更するには、連接棒に高い応力がかかるか、連接棒が大きすぎて重いという問題が発生する。 The existing technical solutions known from DK178617 must ensure that the position of one or more stiffness adjustment holes do not interfere with the lubricating fluid channels inside the connecting rods, or use a connecting piece solution. It is not optimal because it must be A lubricating fluid flow path inside the connecting rod is necessary to supply lubricating oil to the crankpin bearings. Determining the position and design of the rigidity adjustment hole so as not to interfere with the lubricating fluid passage is disadvantageous because the connecting rod stress, oil film pressure distribution, oil film thickness, and bearing stress cannot be sufficiently and freely optimized. As proposed in DK178617, a plurality of small stiffness adjustment holes around the lubricating fluid flow path can be beneficial. However, in order to obtain the maximum effect, it is better to arrange one large rigidity adjustment hole in the central portion. However, this central portion interferes with the optimum location of the lubricating fluid flow path. An alternative is to eliminate the lubricating fluid flow path inside the connecting rod entirely and use an entirely external pipe system to lubricate the crankpin bearing, but this is undesirable due to complexity. Further, lubricating fluid supply from the crankshaft is not preferred due to its complexity and crankshaft stresses. In addition, with existing connecting rod designs, changing the location of the lubricating fluid passages so that they do not interfere with the stiffness adjustment holes creates the problem of either high stress on the connecting rod or the connecting rod being too large and heavy. do.

本発明の目的は、クロスヘッド軸受からクランクピン軸受へと延伸する潤滑液路を有する連接棒を備える、冒頭に述べた種類の内燃機関であって、１つ又は複数の剛性調整孔の位置と連接棒内部の潤滑液路との干渉に関する上述の課題が少なくとも著しく低減された内燃機関を提供することである。 The object of the invention is an internal combustion engine of the type mentioned at the outset, comprising a connecting rod with a lubricating fluid path extending from the crosshead bearing to the crankpin bearing, wherein the position of one or more stiffness adjustment holes and It is an object of the present invention to provide an internal combustion engine in which the above-mentioned problem of interference with the lubricating fluid passages inside the connecting rods is at least significantly reduced.

上述の課題やその他の課題が、独立請求項に記載の特徴により解決される。より具体的な実装形態は、従属請求項や発明の詳細な説明、図面から明らかになるだろう。 The above-mentioned and other problems are solved by the features of the independent claims. More specific implementations will become apparent from the dependent claims, the detailed description of the invention and the drawings.

第１の捉え方によれば、次のような、大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関が提供される。この機関は、
潤滑流体を供給する潤滑流体供給部と；
クロスヘッドに接続されるように構成される第１の軸受を有する第１の端部と、クランクピンに接続されるように構成される第２の軸受を有する第２の端部と、前記第１の端部と前記第２の端部との間のロッド部分とを有する少なくとも１つの連接棒と；
を備え、
前記連接棒は、軸心線を有する軸方向エクステンションを有し；
前記連接棒は、前記第１の軸受から前記第２の軸受に潤滑流体を供給するように構成される潤滑流体路と、前記連接棒に設けられる少なくとも１つの剛性調整孔とをさらに有し；
前記連接棒は板状であり、前記潤滑流体路は前記軸心線に対して中心がずれるようにされており、前記剛性調整孔と干渉しないことを特徴とする。 According to a first conception, a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine is provided as follows. This institution
a lubricating fluid supply unit for supplying lubricating fluid;
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 crankpin; at least one connecting rod having one end and a rod portion between said second end;
with
the connecting rod has an axial extension with an axis;
the connecting rod further comprises a lubricating fluid passage configured to supply lubricating fluid from the first bearing to the second bearing; and at least one stiffness adjustment hole provided in the connecting rod;
The connecting rod is plate-shaped, and the center of the lubricating fluid path is deviated with respect to the axial line so as not to interfere with the rigidity adjusting hole.

この文脈において、「板状」という表現は、連接棒のロッド部分が、長手方向よりも機関横断方向（engine transverse direction）に著しく広いことを意味している。従って、前記ロッド部は、機関横断方向において、長手方向よりも少なくとも１．５倍広くなっている。 In this context, the expression "platy" means that the rod portion of the connecting rod is significantly wider in the engine transverse direction than in the longitudinal direction. Said rod portion is therefore at least 1.5 times wider in the transverse direction than in the longitudinal direction.

このため、潤滑流体路とは無関係に剛性調整孔の位置や形状を選択することが可能となり、連接棒の応力、油膜圧力分布、油膜厚、軸受の応力を十分に最適化することが可能となり得る。 Therefore, it is possible to select the position and shape of the rigidity adjustment hole regardless of the lubricating fluid path, and it is possible to fully optimize the stress on the connecting rod, oil film pressure distribution, oil film thickness, and bearing stress. obtain.

既存技術と比較した本発明の利点は、軸受性能や軸受寿命、連接棒安全係数を悪化させることなく、軸受シェル背面の滑り特性を変更することもなく、クランクピン軸受のための高価で複雑な潤滑ソリューションも要せずに、クランクピンおよびクロスヘッド軸受の寸法を縮小できることである。軸受寿命の延長、軸受の出力損失の低減、機関効率の向上が即座に得られる。従って、幅と直径の点で軸受の寸法を縮小し、機関の全高、全長、全幅を縮小することができる。これは、既存の技術的ソリューションと比較して、機関の総質量及び製造コストを削減することになる。また本発明は、機関の運動学的アンバランスと振動に好影響を与え得る。更に、板状の連接棒は、クランク軸スロー間の距離を短くすることができるため、クランク軸及び機関全体に好影響を与える。 The advantages of the present invention over existing technology are that it does not degrade bearing performance, bearing life, connecting rod safety factor, does not alter the sliding characteristics of the backside of the bearing shell, and does not require expensive and complex modifications for crankpin bearings. The size of crankpins and crosshead bearings can be reduced without the need for lubrication solutions. Extending bearing life, reducing bearing power loss, and improving engine efficiency are immediate results. It is therefore possible to reduce the dimensions of the bearings in terms of width and diameter, thereby reducing the overall height, length and width of the engine. This will reduce the overall mass and manufacturing costs of the engine compared to existing technical solutions. The present invention can also favorably affect engine kinematic imbalance and vibration. Furthermore, the plate-like connecting rods allow a shorter distance between the crankshaft throws, which has a positive effect on the crankshaft and the engine as a whole.

前記潤滑流体路は、前記連接棒の前記軸心線に対して傾斜した方向に沿って前記第１の軸受から前記第２の軸受まで延びていてもよい。このようにすれば、連接棒内部の潤滑流体路が、連接棒の軸心線に対して対称に配置される剛性調整孔に干渉することがなく、剛性調整孔の形状を最適化することができる。 The lubricating fluid path may extend from the first bearing to the second bearing along a direction inclined with respect to the axis of the connecting rod. In this way, the lubricating fluid passage inside the connecting rod does not interfere with the rigidity adjusting hole arranged symmetrically with respect to the axis of the connecting rod, and the shape of the rigidity adjusting hole can be optimized. can.

更に、実施形態によっては、前記連接棒は、前記第１の軸受と前記第２の軸受のうち小さい方の直径の少なくとも１／２の幅を有するようにされ、好ましくは、前記第１の軸受と前記第２の軸受のうち小さい方の直径と少なくとも同じである幅を有するようにされる。このような実施形態では、前記潤滑流体路が、連接棒の前記軸心線に対して平行的に、前記第１の軸受から前記第２の軸受まで延びるようにすることが可能であろう。このようにすれば、連接棒内部の潤滑流体路が、連接棒の軸心線に対して対称に配置される剛性調整孔に干渉することがなく、剛性調整孔の形状を最適化することができる。 Further, in some embodiments, said connecting rod has a width of at least half the diameter of the smaller of said first bearing and said second bearing, preferably said first bearing. and said second bearing having a width that is at least as large as the diameter of the smaller of said second bearings. In such an embodiment it would be possible for the lubricating fluid path to extend from the first bearing to the second bearing parallel to the axis of the connecting rod. In this way, the lubricating fluid passage inside the connecting rod does not interfere with the rigidity adjusting hole arranged symmetrically with respect to the axis of the connecting rod, and the shape of the rigidity adjusting hole can be optimized. can.

本発明の更なる実施形態では、前記潤滑流体路は、第１の部分に亘って、前記連接棒の前記軸心線に対して第１の角度で傾いている第１の方向を走行し、第２の部分に亘って、前記連接棒の前記軸心線に対して第２の角度で傾いている第２の方向を走行することにより、前記第１の軸受から前記第２の軸受へと達してもよい。 In a further embodiment of the invention, said lubricating fluid path runs over a first portion in a first direction inclined at a first angle with respect to said axis of said connecting rod, from the first bearing to the second bearing by traveling over a second portion in a second direction inclined at a second angle with respect to the axis of the connecting rod. may reach.

前記剛性調整孔は、連接棒の応力、油膜の圧力分布、油膜の厚み、軸受の応力を最適にする形状であればよく、円形、楕円形、多角形などであってもよい。しかし、バレル形であること、すなわち、底部は長方形で側壁は外側に湾曲した形状であることが好ましい。 The rigidity adjustment hole may have any shape that optimizes the stress of the connecting rod, the pressure distribution of the oil film, the thickness of the oil film, and the stress of the bearing, and may be circular, elliptical, polygonal, or the like. However, it is preferred that it be barrel-shaped, that is, the bottom is rectangular and the sidewalls are outwardly curved.

最適な軸受性能と剛性調整孔周辺の張力を得るために、剛性調整孔の幅とクランクピンの直径の比は、１／１０－３／１０の範囲、好ましくは約２／１０であることが好ましい。 In order to obtain optimum bearing performance and tension around the stiffness adjustment hole, the ratio of the width of the stiffness adjustment hole to the diameter of the crankpin should be in the range of 1/10-3/10, preferably about 2/10. preferable.

最適な軸受性能と剛性調整孔周辺の張力を得るために、剛性調整孔の距離とクランクピンの直径の比は、１／１０－４／１０の範囲であることが好ましく、３／２０－３／１０であることがより好ましく、２／１０程度であることが最も好ましい。 In order to obtain optimum bearing performance and tension around the stiffness adjusting hole, the ratio of the stiffness adjusting hole distance to the crankpin diameter is preferably in the range of 1/10-4/10, 3/20-3. /10 is more preferable, and about 2/10 is most preferable.

機関を運転するとき、負荷は連接棒に均一に分散されず、その分布はクランクピンの回転方向によって影響を受ける。従って、正反両方の回転方向に駆動される可能性のある機関では、少なくとも１つの剛性調整孔が、連接棒の軸心線に関して対称に配置されていることが好ましい。 When running the engine, the load is not evenly distributed on the connecting rod, and its distribution is affected by the direction of rotation of the crankpin. Therefore, in an engine that can be driven in both forward and reverse directions of rotation, it is preferred that at least one stiffness adjustment hole is arranged symmetrically with respect to the axis of the connecting rod.

以下、図面に示される例示的な実施形態を参照しつつ、本願発明をより詳細に説明する。
大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関の部分断面図を示す。 本発明による連接棒を示す。傾斜した潤滑流体路を有する。 本発明による別の連接棒を示す。平行な潤滑流体路を有する。 The invention will now be explained in more detail with reference to exemplary embodiments shown in the drawings.
1 shows a partial cross-sectional view of a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine; FIG. 1 shows a connecting rod according to the invention; It has a slanted lubricating fluid path. 3 shows another connecting rod according to the invention; It has parallel lubricating fluid paths.

詳細説明Detailed explanation

以下の詳細説明において、本発明を、大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関を参照しつつ説明する。ただし実施形態によっては、内燃機関は別のタイプの機関で有り得ることに注意されたい。 In the following detailed description, the invention will be described with reference to a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine. Note, however, that in some embodiments the internal combustion engine can be another type of engine.

図１は、潤滑流体の潤滑供給装置２と連接棒３とを備える大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関１を示している。連接棒３は、クロスヘッド６に連結されるように構成される第１の軸受５を有する第１の端部４と、クランクピン９に連結されるように構成される第２の軸受８を有する第２の端部７とを備える。連接棒３は、第１の端部４と第２の端部７との間にロッド部分１０を更に備えている。連接棒３は、ロッド部分１０に剛性調整孔１２を有する。剛性調整孔１２は、ロッド部分１０において軸受８に近い位置に設けられる。剛性調整孔１２は、連接棒３の両端間の長手方向の剛性を変更するように構成される。 FIG. 1 shows a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine 1 with a lubricating supply 2 of lubricating fluid and a connecting rod 3 . The connecting rod 3 has a first end 4 with a first bearing 5 arranged to be connected to the crosshead 6 and a second bearing 8 arranged to be connected to the crankpin 9 . and a second end 7 having a Connecting rod 3 further comprises a rod portion 10 between first end 4 and second end 7 . The connecting rod 3 has a stiffness adjustment hole 12 in the rod portion 10 . The rigidity adjustment hole 12 is provided in the rod portion 10 at a position close to the bearing 8 . The stiffness adjustment hole 12 is configured to change the longitudinal stiffness between the ends of the connecting rod 3 .

剛性調整孔１２を有することにより、連接棒３は硬さ又は剛性が低く、連接棒３によってクランクピン９に加えられる力は、剛性調整孔を有しない古い型の連接棒に比べて、第２の軸受８の大きな接触面に亘って分配される。そして連接棒３をかなり薄くすることができ、第１の軸受５及び第２の軸受８も、軸受性能を低下させることなく小さくすることができる。連接棒３の厚さを薄くすることにより、クランク軸３５も短くすることができ、機関の全長及び体積を大幅に削減することができる。 By having the stiffness adjustment hole 12, the connecting rod 3 is less stiff or stiff, and the force exerted by the connecting rod 3 on the crank pin 9 is a second order compared to older style connecting rods without the stiffness adjustment hole. is distributed over the large contact surface of the bearing 8 of the . And the connecting rod 3 can be made considerably thinner, and the first bearing 5 and the second bearing 8 can also be made smaller without degrading the bearing performance. By reducing the thickness of the connecting rod 3, the crankshaft 35 can also be shortened, and the overall length and volume of the engine can be greatly reduced.

図２に見られるように、連接棒３は軸方向エクステンション、すなわち軸方向に延びる部分を有し、軸心線Ｌを有する。連接棒３は、第１の軸受５と第２の軸受８の間の中間部にロッド部１０を有する。連接棒３は更に、連接棒３の内部において、第１の軸受５から第２の軸受８へと延びる潤滑流体路１１を備える。潤滑流体路１１は、第１の軸受５から第２の軸受８へ潤滑流体を供給するように構成される。潤滑流体は、第１の軸受５に潤滑流体を供給するクロスヘッド６を介して供給される。潤滑流体は潤滑流体路１１内を流れ、第２の軸受８に潤滑流体を供給する。剛性調整孔１２は、軸心線Ｌに対して垂直方向尾の貫通孔である。 As can be seen in FIG. 2, the connecting rod 3 has an axial extension, ie an axially extending portion, and has an axis L. As can be seen in FIG. The connecting rod 3 has a rod portion 10 intermediate between the first bearing 5 and the second bearing 8 . The connecting rod 3 further comprises a lubricating fluid path 11 extending from the first bearing 5 to the second bearing 8 inside the connecting rod 3 . Lubricating fluid path 11 is configured to supply lubricating fluid from first bearing 5 to second bearing 8 . The lubricating fluid is supplied via a crosshead 6 which supplies lubricating fluid to the first bearing 5 . The lubricating fluid flows through the lubricating fluid path 11 to supply the second bearing 8 with the lubricating fluid. The rigidity adjusting hole 12 is a vertical tail through hole with respect to the axis L. As shown in FIG.

本発明によれば、連接棒３は板状であり、潤滑液路１１は軸心線Ｌに対して中心を合わせないように設けられる。このため、剛性調整孔１２の位置や形状を潤滑液路１１と独立して選択でき、連接棒３の応力、油膜圧分布、油膜厚、軸受の応力等を十分に最適化することが可能となる。 According to the present invention, the connecting rod 3 is plate-shaped, and the lubricating fluid passage 11 is provided so as not to be centered with respect to the axis L. As shown in FIG. Therefore, the position and shape of the rigidity adjusting hole 12 can be selected independently of the lubricating fluid passage 11, and the stress on the connecting rod 3, oil film pressure distribution, oil film thickness, bearing stress, etc. can be sufficiently optimized. Become.

図２に示す実施形態では、潤滑流体路１１は、第１軸受５から第２軸受８に向かって、連接棒３の軸心線Ｌに対して傾斜した方向及び交差する方向に沿って延在している。このようにすると、連接棒内部の潤滑流体路１１は、連接棒の軸心線Ｌに対して対称に配置される剛性調整孔１２と干渉したり交差 したりすることがない。これにより、剛性調整孔１２の形状を最適化することができる。 In the embodiment shown in FIG. 2 , the lubricating fluid path 11 extends from the first bearing 5 towards the second bearing 8 along directions oblique to and crossing the axis L of the connecting rod 3 . are doing. In this way, the lubricating fluid passage 11 inside the connecting rod does not interfere with or cross the rigidity adjusting holes 12 arranged symmetrically with respect to the axis L of the connecting rod. Thereby, the shape of the rigidity adjustment hole 12 can be optimized.

図３に示す実施形態では、連接棒３は、２つの軸受のうち小さい方の第１の軸受５の直径と基本的に同じ幅で作られる。連接棒３の幅をある程度大きくすることで、潤滑流体路１１が、連接棒３の軸心線Ｌに対して本質的に平行である方向に従って第１の軸受５から第２の軸受８まで走るようにすることが可能になる。また、この実施形態によれば、連接棒３内部の潤滑流体路１１が、連接棒３の軸心線Ｌに対して対称に配置される剛性調整孔１２に干渉又は交差することがなく、この実施形態の剛性調整孔１２の形状を最適化することができる。 In the embodiment shown in FIG. 3, the connecting rod 3 is made with essentially the same width as the diameter of the first, smaller of the two bearings. By increasing the width of the connecting rod 3 to some extent, the lubricating fluid path 11 runs from the first bearing 5 to the second bearing 8 following a direction essentially parallel to the axis L of the connecting rod 3. It becomes possible to Further, according to this embodiment, the lubricating fluid passage 11 inside the connecting rod 3 does not interfere with or intersect with the rigidity adjusting hole 12 arranged symmetrically with respect to the axis L of the connecting rod 3. The shape of the rigidity adjustment hole 12 of the embodiment can be optimized.

図１－図３において、剛性変更孔１２は、上記で定義したように、その好ましい形状で示されている。更に、図３に示す実施形態では、連接棒３は、第１の端部４に近い反対側の端部に追加の剛性変更孔１２ｂを備えることもできる。また、図示しないが、連接棒３は、好ましくは軸心線Ｌに関して均等に分布する１つ以上の追加の剛性修正孔１２又は１２ｂを両端に備えてもよい。 1-3, the stiffness-altering holes 12 are shown in their preferred shape, as defined above. Furthermore, in the embodiment shown in FIG. 3, the connecting rod 3 can also be provided with additional stiffness-altering holes 12b at the opposite end closer to the first end 4 . Also, although not shown, the connecting rod 3 may be provided with one or more additional stiffness modifying holes 12 or 12b, preferably evenly distributed about the axis L, at both ends.

本発明は、大型２ストロークユニフロー掃気ターボ付クロスヘッド内燃機関に関する。この機関は、
潤滑流体を供給する潤滑流体供給部と；
クロスヘッドに接続されるように構成される第１の軸受を有する第１の端部と、クランクピンに接続されるように構成される第２の軸受を有する第２の端部と、前記第１の軸受と前記第２の軸受との間のロッド部分とを有する少なくとも１つの連接棒と；
を備え、
前記連接棒は、軸心線を有する軸方向エクステンションを有し；
前記連接棒は、前記第１の軸受から前記第２の軸受に潤滑流体を供給するように構成される流体路と、前記連接棒に設けられる少なくとも１つの剛性調整孔とをさらに有する。 The present invention relates to a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine. This institution
a lubricating fluid supply unit for supplying lubricating fluid;
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 crankpin; at least one connecting rod having a rod portion between one bearing and said second bearing;
with
the connecting rod has an axial extension with an axis;
The connecting rod further comprises a fluid passage configured to supply lubricating fluid from the first bearing to the second bearing, and at least one stiffness adjustment hole provided in the connecting rod.

背景background

船舶用大型２ストロークディーゼル機関のような内燃機関では、機関のコストを削減し、より多くのコンテナを積むため等の目的で船内のスペースを確保するために、機関の重量と体積を最小限に抑える試みが重要性を増しており、これは常に開発が行われている領域である。特に、連接棒軸受のような大型部品をできるだけ小さくしながら、軸受に潤滑流体を供給し、同じ荷重を伝達することができ、連接棒や軸受、そして機関の寿命を短くしないことが重視されている。 In internal combustion engines, such as large two-stroke diesel engines for ships, the weight and volume of the engine are minimized in order to reduce the cost of the engine and to free up space on board for purposes such as carrying more containers. Attempts to curb it are gaining importance and this is an area of constant development. In particular, the emphasis is on keeping large parts such as connecting rod bearings as small as possible while still lubricating the bearings and transmitting the same load without shortening the life of the connecting rods, bearings, and the engine. there is

油膜圧分布、油膜厚さ、及び軸受と連接棒の応力を最適化するために、連接棒の１つ以上の剛性調整孔を使用して、軸受周りの剛性を調整できることは、よく知られている。また、ＤＫ１７８６１７により既知となっているが、クロスヘッドに設けられた第１の軸受から、剛性調整孔を通って、クランクピン軸受に設けられた第２の軸受に潤滑流体を導くことも可能である。しかし、連接棒の潤滑流体経路に干渉してしまう。 It is well known that one or more stiffness adjustment holes in the connecting rod can be used to adjust the stiffness around the bearing in order to optimize the oil film pressure distribution, oil film thickness, and stresses in the bearing and connecting rod. there is As is known from DK 178617, it is also possible to lead the lubricating fluid from a first bearing provided in the crosshead through stiffness adjustment holes to a second bearing provided in the crankpin bearing. be. However, it interferes with the lubricating fluid path of the connecting rod .

ＤＫ１７８６１７には更に、潤滑流体流路の周囲に複数の剛性調整孔を使用する方法、または、大きな剛性調整孔を伸縮連結ピースと共に使用し、その孔を通って潤滑流体を導く方法が記載されている。伸縮連結ピース付きの大きな剛性調整孔の場合、孔の内部に応力フリーのプラトーが使用され、ダブルノッチ応力の問題やボルト用ネジ山の応力の問題を解決できることもＤＫ１７８６１７から知られている。大型２ストロークディーゼル機関のクランクピン軸受とクロスヘッド軸受の寸法を決める際には、最大油膜圧、軸受コーティング材、軸受クリアランス、油膜厚、軸受の応力と歪みが主な判断材料とされている。 DK178617 further describes the use of multiple stiffness adjustment holes around the lubricating fluid flow path , or the use of large stiffness adjustment holes with telescoping connecting pieces through which the lubricating fluid is directed. there is It is also known from DK 178617 that in the case of large rigid adjustment holes with telescoping connecting pieces, stress-free plateaus are used inside the holes to solve the double notch stress problem and the bolt thread stress problem. Maximum oil film pressure, bearing coating material, bearing clearance, oil film thickness, bearing stress and strain are the main considerations when determining the dimensions of crankpin bearings and crosshead bearings for large two-stroke diesel engines.

ＤＫ１７８６１７から知られている既存の技術的ソリューションは、１つ又は複数の剛性調整孔の位置が連接棒内部の潤滑流体チャネルと干渉しないようにしなければならないか、または連結ピース解決策を使用しなければならないため、最適とは言えない。連接棒内部の潤滑流体流路は、クランクピン軸受に潤滑油を供給するために必要である。潤滑流体通路と干渉しないように剛性調整孔の位置や設計を決めると、連接棒の応力、油膜圧力分布、油膜厚、軸受の応力を十分かつ自由に最適化できないため不利になる。ＤＫ１７８６１７で提案されているように、潤滑流体流路の周囲に複数の小さな剛性調整孔を設けると良い効果が得られる。しかし、最大の効果を得るには、中央部に大きな剛性調整孔を１つの配置した方がよい。しかしながら、この中央部は、潤滑液流路の最適な位置と干渉してしまう。代替案として、連接棒内部の潤滑流体流路を完全に除去し、完全に外部にあるパイプシステムを使用してクランクピン軸受を潤滑するというものがあるが、複雑であるため望ましくない。さらに、クランク軸からの潤滑流体供給は、その複雑さとクランク軸の応力のためにも好ましくない。また、既存の連接棒の設計では、剛性調整孔と干渉しないように潤滑流体流路の位置を変更するには、連接棒に高い応力がかかるか、連接棒が大きすぎて重いという問題が発生する。 The existing technical solutions known from DK178617 must ensure that the position of one or more stiffness adjustment holes do not interfere with the lubricating fluid channels inside the connecting rods, or use a connecting piece solution. It is not optimal because it must be A lubricating fluid flow path inside the connecting rod is necessary to supply lubricating oil to the crankpin bearings. Determining the position and design of the rigidity adjustment hole so as not to interfere with the lubricating fluid passage is disadvantageous because the connecting rod stress, oil film pressure distribution, oil film thickness, and bearing stress cannot be sufficiently and freely optimized. As proposed in DK178617, a plurality of small stiffness adjustment holes around the lubricating fluid flow path can be beneficial. However, in order to obtain the maximum effect, it is better to arrange one large rigidity adjustment hole in the central portion. However, this central portion interferes with the optimum location of the lubricating fluid flow path. An alternative is to eliminate the lubricating fluid flow path inside the connecting rod entirely and use an entirely external pipe system to lubricate the crankpin bearing, but this is undesirable due to complexity. Further, lubricating fluid supply from the crankshaft is not preferred due to its complexity and crankshaft stresses. In addition, with existing connecting rod designs, changing the location of the lubricating fluid passages so that they do not interfere with the stiffness adjustment holes creates the problem of either high stress on the connecting rod or the connecting rod being too large and heavy. do.

本発明の目的は、クロスヘッド軸受からクランクピン軸受へと延伸する潤滑液路を有する連接棒を備える、冒頭に述べた種類の内燃機関であって、１つ又は複数の剛性調整孔の位置と連接棒内部の潤滑液路との干渉に関する上述の課題が少なくとも著しく低減された内燃機関を提供することである。 The object of the invention is an internal combustion engine of the type mentioned at the outset, comprising a connecting rod with a lubricating fluid path extending from the crosshead bearing to the crankpin bearing, wherein the position of one or more stiffness adjustment holes and It is an object of the present invention to provide an internal combustion engine in which the above-mentioned problem of interference with the lubricating fluid passages inside the connecting rods is at least significantly reduced.

上述の課題やその他の課題が、独立請求項に記載の特徴により解決される。より具体的な実装形態は、従属請求項や発明の詳細な説明、図面から明らかになるだろう。 The above-mentioned and other problems are solved by the features of the independent claims. More specific implementations will become apparent from the dependent claims, the detailed description of the invention and the drawings.

第１の捉え方によれば、次のような、大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関が提供される。この機関は、
潤滑流体を供給する潤滑流体供給部と；
クロスヘッドに接続されるように構成される第１の軸受を有する第１の端部と、クランクピンに接続されるように構成される第２の軸受を有する第２の端部と、前記第１の端部と前記第２の端部との間のロッド部分とを有する少なくとも１つの連接棒と；
を備え、
前記連接棒は、軸心線を有する軸方向エクステンションを有し；
前記連接棒は、前記第１の軸受から前記第２の軸受に潤滑流体を供給するように構成される潤滑流体路と、前記連接棒に設けられる少なくとも１つの剛性調整孔とをさらに有し；
前記連接棒は板状であり、前記潤滑流体路は前記軸心線に対して中心がずれるようにされており、前記剛性調整孔と干渉しないことを特徴とする。 According to a first conception, a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine is provided as follows. This institution
a lubricating fluid supply unit for supplying lubricating fluid;
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 crankpin; at least one connecting rod having one end and a rod portion between said second end;
with
the connecting rod has an axial extension with an axis;
the connecting rod further comprises a lubricating fluid passage configured to supply lubricating fluid from the first bearing to the second bearing; and at least one stiffness adjustment hole provided in the connecting rod;
The connecting rod is plate-shaped, and the center of the lubricating fluid path is deviated with respect to the axial line so as not to interfere with the rigidity adjusting hole.

この文脈において、「板状」という表現は、連接棒のロッド部分が、長手方向よりも機関横断方向（engine transverse direction）に著しく広いことを意味している。従って、前記ロッド部は、機関横断方向において、長手方向よりも少なくとも１．５倍広くなっている。 In this context, the expression "platy" means that the rod portion of the connecting rod is significantly wider in the engine transverse direction than in the longitudinal direction. Said rod portion is therefore at least 1.5 times wider in the transverse direction than in the longitudinal direction.

このため、潤滑流体路とは無関係に剛性調整孔の位置や形状を選択することが可能となり、連接棒の応力、油膜圧力分布、油膜厚、軸受の応力を十分に最適化することが可能となり得る。 Therefore, it is possible to select the position and shape of the rigidity adjustment hole regardless of the lubricating fluid path, and it is possible to fully optimize the stress on the connecting rod, oil film pressure distribution, oil film thickness, and bearing stress. obtain.

既存技術と比較した本発明の利点は、軸受性能や軸受寿命、連接棒安全係数を悪化させることなく、軸受シェル背面の滑り特性を変更することもなく、クランクピン軸受のための高価で複雑な潤滑ソリューションも要せずに、クランクピンおよびクロスヘッド軸受の寸法を縮小できることである。軸受寿命の延長、軸受の出力損失の低減、機関効率の向上が即座に得られる。従って、幅と直径の点で軸受の寸法を縮小し、機関の全高、全長、全幅を縮小することができる。これは、既存の技術的ソリューションと比較して、機関の総質量及び製造コストを削減することになる。また本発明は、機関の運動学的アンバランスと振動に好影響を与え得る。更に、板状の連接棒は、クランク軸スロー間の距離を短くすることができるため、クランク軸及び機関全体に好影響を与える。 The advantages of the present invention over existing technology are that it does not degrade bearing performance, bearing life, connecting rod safety factor, does not alter the sliding characteristics of the backside of the bearing shell, and does not require expensive and complex modifications for crankpin bearings. The size of crankpins and crosshead bearings can be reduced without the need for lubrication solutions. Extending bearing life, reducing bearing power loss, and improving engine efficiency are immediate results. It is therefore possible to reduce the dimensions of the bearings in terms of width and diameter, thereby reducing the overall height, length and width of the engine. This will reduce the overall mass and manufacturing costs of the engine compared to existing technical solutions. The present invention can also favorably affect engine kinematic imbalance and vibration. Furthermore, the plate-like connecting rods allow a shorter distance between the crankshaft throws, which has a positive effect on the crankshaft and the engine as a whole.

前記潤滑流体路は、前記連接棒の前記軸心線に対して傾斜した方向に沿って前記第１の軸受から前記第２の軸受まで延びていてもよい。このようにすれば、連接棒内部の潤滑流体路が、連接棒の軸心線に対して対称に配置される剛性調整孔に干渉することがなく、剛性調整孔の形状を最適化することができる。 The lubricating fluid path may extend from the first bearing to the second bearing along a direction inclined with respect to the axis of the connecting rod. In this way, the lubricating fluid passage inside the connecting rod does not interfere with the rigidity adjusting hole arranged symmetrically with respect to the axis of the connecting rod, and the shape of the rigidity adjusting hole can be optimized. can.

更に、実施形態によっては、前記連接棒は、前記第１の軸受と前記第２の軸受のうち小さい方の直径の少なくとも１／２の幅を有するようにされ、好ましくは、前記第１の軸受と前記第２の軸受のうち小さい方の直径と少なくとも同じである幅を有するようにされる。このような実施形態では、前記潤滑流体路が、連接棒の前記軸心線に対して平行的に、前記第１の軸受から前記第２の軸受まで延びるようにすることが可能であろう。このようにすれば、連接棒内部の潤滑流体路が、連接棒の軸心線に対して対称に配置される剛性調整孔に干渉することがなく、剛性調整孔の形状を最適化することができる。 Further, in some embodiments, said connecting rod has a width of at least half the diameter of the smaller of said first bearing and said second bearing, preferably said first bearing. and said second bearing having a width that is at least as large as the diameter of the smaller of said second bearings. In such an embodiment it would be possible for the lubricating fluid path to extend from the first bearing to the second bearing parallel to the axis of the connecting rod. In this way, the lubricating fluid passage inside the connecting rod does not interfere with the rigidity adjusting hole arranged symmetrically with respect to the axis of the connecting rod, and the shape of the rigidity adjusting hole can be optimized. can.

本発明の更なる実施形態では、前記潤滑流体路は、第１の部分に亘って、前記連接棒の前記軸心線に対して第１の角度で傾いている第１の方向を走行し、第２の部分に亘って、前記連接棒の前記軸心線に対して第２の角度で傾いている第２の方向を走行することにより、前記第１の軸受から前記第２の軸受へと達してもよい。 In a further embodiment of the invention, said lubricating fluid path runs over a first portion in a first direction inclined at a first angle with respect to said axis of said connecting rod, from the first bearing to the second bearing by traveling over a second portion in a second direction inclined at a second angle with respect to the axis of the connecting rod. may reach.

前記剛性調整孔は、連接棒の応力、油膜の圧力分布、油膜の厚み、軸受の応力を最適にする形状であればよく、円形、楕円形、多角形などであってもよい。しかし、バレル形であること、すなわち、底部は長方形で側壁は外側に湾曲した形状であることが好ましい。 The rigidity adjustment hole may have any shape that optimizes the stress of the connecting rod, the pressure distribution of the oil film, the thickness of the oil film, and the stress of the bearing, and may be circular, elliptical, polygonal, or the like. However, it is preferred that it be barrel-shaped, that is, the bottom is rectangular and the sidewalls are outwardly curved.

最適な軸受性能と剛性調整孔周辺の張力を得るために、剛性調整孔の幅とクランクピンの直径の比は、１／１０－３／１０の範囲、好ましくは約２／１０であることが好ましい。 In order to obtain optimum bearing performance and tension around the stiffness adjustment hole, the ratio of the width of the stiffness adjustment hole to the diameter of the crankpin should be in the range of 1/10-3/10, preferably about 2/10. preferable.

最適な軸受性能と剛性調整孔周辺の張力を得るために、剛性調整孔の距離とクランクピンの直径の比は、１／１０－４／１０の範囲であることが好ましく、３／２０－３／１０であることがより好ましく、２／１０程度であることが最も好ましい。 In order to obtain optimum bearing performance and tension around the stiffness adjusting hole, the ratio of the stiffness adjusting hole distance to the crankpin diameter is preferably in the range of 1/10-4/10, 3/20-3. /10 is more preferable, and about 2/10 is most preferable.

機関を運転するとき、負荷は連接棒に均一に分散されず、その分布はクランクピンの回転方向によって影響を受ける。従って、正反両方の回転方向に駆動される可能性のある機関では、少なくとも１つの剛性調整孔が、連接棒の軸心線に関して対称に配置されていることが好ましい。 When running the engine, the load is not evenly distributed on the connecting rod, and its distribution is affected by the direction of rotation of the crankpin. Therefore, in an engine that can be driven in both forward and reverse directions of rotation, it is preferred that at least one stiffness adjustment hole is arranged symmetrically with respect to the axis of the connecting rod.

以下、図面に示される例示的な実施形態を参照しつつ、本願発明をより詳細に説明する。
大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関の部分断面図を示す。 本発明による連接棒を示す。傾斜した潤滑流体路を有する。 本発明による別の連接棒を示す。平行な潤滑流体路を有する。 The invention will now be explained in more detail with reference to exemplary embodiments shown in the drawings.
1 shows a partial cross-sectional view of a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine; FIG. 1 shows a connecting rod according to the invention; It has a slanted lubricating fluid path. 3 shows another connecting rod according to the invention; It has parallel lubricating fluid paths.

詳細説明Detailed explanation

以下の詳細説明において、本発明を、大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関を参照しつつ説明する。ただし実施形態によっては、内燃機関は別のタイプの機関で有り得ることに注意されたい。 In the following detailed description, the invention will be described with reference to a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine. Note, however, that in some embodiments the internal combustion engine can be another type of engine.

図１は、潤滑流体の潤滑供給装置２と連接棒３とを備える大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関１を示している。連接棒３は、クロスヘッド６に連結されるように構成される第１の軸受５を有する第１の端部４と、クランクピン９に連結されるように構成される第２の軸受８を有する第２の端部７とを備える。連接棒３は、第１の端部４と第２の端部７との間にロッド部分１０を更に備えている。連接棒３は、ロッド部分１０に剛性調整孔１２を有する。剛性調整孔１２は、ロッド部分１０において軸受８に近い位置に設けられる。剛性調整孔１２は、連接棒３の両端間の長手方向の剛性を変更するように構成される。 FIG. 1 shows a large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine 1 with a lubricating supply 2 of lubricating fluid and a connecting rod 3 . The connecting rod 3 has a first end 4 with a first bearing 5 arranged to be connected to the crosshead 6 and a second bearing 8 arranged to be connected to the crankpin 9 . and a second end 7 having a Connecting rod 3 further comprises a rod portion 10 between first end 4 and second end 7 . The connecting rod 3 has a stiffness adjustment hole 12 in the rod portion 10 . The rigidity adjustment hole 12 is provided in the rod portion 10 at a position close to the bearing 8 . The stiffness adjustment hole 12 is configured to change the longitudinal stiffness between the ends of the connecting rod 3 .

剛性調整孔１２を有することにより、連接棒３は硬さ又は剛性が低く、連接棒３によってクランクピン９に加えられる力は、剛性調整孔を有しない古い型の連接棒に比べて、第２の軸受８の大きな接触面に亘って分配される。そして連接棒３をかなり薄くすることができ、第１の軸受５及び第２の軸受８も、軸受性能を低下させることなく小さくすることができる。連接棒３の厚さを薄くすることにより、クランク軸３５も短くすることができ、機関の全長及び体積を大幅に削減することができる。 By having the stiffness adjustment hole 12, the connecting rod 3 is less stiff or stiff, and the force exerted by the connecting rod 3 on the crank pin 9 is a second order compared to older style connecting rods without the stiffness adjustment hole. is distributed over the large contact surface of the bearing 8 of the . And the connecting rod 3 can be made considerably thinner, and the first bearing 5 and the second bearing 8 can also be made smaller without degrading the bearing performance. By reducing the thickness of the connecting rod 3, the crankshaft 35 can also be shortened, and the overall length and volume of the engine can be greatly reduced.

図２に見られるように、連接棒３は軸方向エクステンション、すなわち軸方向に延びる部分を有し、軸心線Ｌを有する。連接棒３は、第１の軸受５と第２の軸受８の間の中間部にロッド部１０を有する。連接棒３は更に、連接棒３の内部において、第１の軸受５から第２の軸受８へと延びる潤滑流体路１１を備える。潤滑流体路１１は、第１の軸受５から第２の軸受８へ潤滑流体を供給するように構成される。潤滑流体は、第１の軸受５に潤滑流体を供給するクロスヘッド６を介して供給される。潤滑流体は潤滑流体路１１内を流れ、第２の軸受８に潤滑流体を供給する。剛性調整孔１２は、軸心線Ｌに対して垂直方向尾の貫通孔である。 As can be seen in FIG. 2, the connecting rod 3 has an axial extension, ie an axially extending portion, and has an axis L. As can be seen in FIG. The connecting rod 3 has a rod portion 10 intermediate between the first bearing 5 and the second bearing 8 . The connecting rod 3 further comprises a lubricating fluid path 11 extending from the first bearing 5 to the second bearing 8 inside the connecting rod 3 . Lubricating fluid path 11 is configured to supply lubricating fluid from first bearing 5 to second bearing 8 . The lubricating fluid is supplied via a crosshead 6 which supplies lubricating fluid to the first bearing 5 . The lubricating fluid flows through the lubricating fluid path 11 to supply the second bearing 8 with the lubricating fluid. The rigidity adjusting hole 12 is a vertical tail through hole with respect to the axis L. As shown in FIG.

本発明によれば、連接棒３は板状であり、潤滑液路１１は軸心線Ｌに対して中心を合わせないように設けられる。このため、剛性調整孔１２の位置や形状を潤滑液路１１と独立して選択でき、連接棒３の応力、油膜圧分布、油膜厚、軸受の応力等を十分に最適化することが可能となる。 According to the present invention, the connecting rod 3 is plate-shaped, and the lubricating fluid passage 11 is provided so as not to be centered with respect to the axis L. As shown in FIG. Therefore, the position and shape of the rigidity adjusting hole 12 can be selected independently of the lubricating fluid passage 11, and the stress on the connecting rod 3, oil film pressure distribution, oil film thickness, bearing stress, etc. can be sufficiently optimized. Become.

図２に示す実施形態では、潤滑流体路１１は、第１軸受５から第２軸受８に向かって、連接棒３の軸心線Ｌに対して傾斜した方向及び交差する方向に沿って延在している。このようにすると、連接棒内部の潤滑流体路１１は、連接棒の軸心線Ｌに対して対称に配置される剛性調整孔１２と干渉したり交差したりすることがない。これにより、剛性調整孔１２の形状を最適化することができる。 In the embodiment shown in FIG. 2 , the lubricating fluid path 11 extends from the first bearing 5 towards the second bearing 8 along directions oblique to and crossing the axis L of the connecting rod 3 . are doing. In this way, the lubricating fluid passage 11 inside the connecting rod does not interfere with or cross the rigidity adjusting holes 12 arranged symmetrically with respect to the axis L of the connecting rod. Thereby, the shape of the rigidity adjustment hole 12 can be optimized.

図３に示す実施形態では、連接棒３は、２つの軸受のうち小さい方の第１の軸受５の直径と基本的に同じ幅で作られる。連接棒３の幅をある程度大きくすることで、潤滑流体路１１が、連接棒３の軸心線Ｌに対して本質的に平行である方向に従って第１の軸受５から第２の軸受８まで走るようにすることが可能になる。また、この実施形態によれば、連接棒３内部の潤滑流体路１１が、連接棒３の軸心線Ｌに対して対称に配置される剛性調整孔１２に干渉又は交差することがなく、この実施形態の剛性調整孔１２の形状を最適化することができる。 In the embodiment shown in FIG. 3, the connecting rod 3 is made with essentially the same width as the diameter of the first, smaller of the two bearings. By increasing the width of the connecting rod 3 to some extent, the lubricating fluid path 11 runs from the first bearing 5 to the second bearing 8 following a direction essentially parallel to the axis L of the connecting rod 3. It becomes possible to Further, according to this embodiment, the lubricating fluid passage 11 inside the connecting rod 3 does not interfere with or intersect with the rigidity adjusting hole 12 arranged symmetrically with respect to the axis L of the connecting rod 3. The shape of the rigidity adjustment hole 12 of the embodiment can be optimized.

図１－図３において、剛性変更孔１２は、上記で定義したように、その好ましい形状で示されている。更に、図３に示す実施形態では、連接棒３は、第１の端部４に近い反対側の端部に追加の剛性変更孔１２ｂを備えることもできる。また、図示しないが、連接棒３は、好ましくは軸心線Ｌに関して均等に分布する１つ以上の追加の剛性修正孔１２又は１２ｂを両端に備えてもよい。 1-3, the stiffness-altering holes 12 are shown in their preferred shape, as defined above. Furthermore, in the embodiment shown in FIG. 3, the connecting rod 3 can also be provided with additional stiffness-altering holes 12b at the opposite end closer to the first end 4 . Also, although not shown, the connecting rod 3 may be provided with one or more additional stiffness modifying holes 12 or 12b, preferably evenly distributed about the axis L, at both ends.

Claims (8)

大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
潤滑流体を供給する潤滑流体供給部と；
クロスヘッドに接続されるように構成される第１の軸受を有する第１の端部と、クランクピンに接続されるように構成される第２の軸受を有する第２の端部と、前記第１の端部と前記第２の端部との間のロッド部分とを有する少なくとも１つの連接棒と；
を備え、
前記連接棒は、軸心線を有する軸方向エクステンションを有し；
前記連接棒は、前記第１の軸受から前記第２の軸受に潤滑流体を供給するように構成される潤滑流体路と、前記連接棒に設けられる少なくとも１つの剛性調整孔とをさらに有し；
前記連接棒は板状であり、前記潤滑流体路は前記軸心線に対して中心がずれるようにされており、前記剛性調整孔と干渉しないことを特徴とする、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine,
a lubricating fluid supply unit for supplying lubricating fluid;
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 crankpin; at least one connecting rod having one end and a rod portion between said second end;
with
the connecting rod has an axial extension with an axis;
the connecting rod further comprises a lubricating fluid passage configured to supply lubricating fluid from the first bearing to the second bearing; and at least one stiffness adjustment hole provided in the connecting rod;
1. An engine according to claim 1, wherein said connecting rod is plate-shaped, said lubricating fluid path is deviated from said axial center line, and does not interfere with said rigidity adjusting hole. 請求項１に記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記潤滑流体路は、前記連接棒の前記軸心線に対して傾斜した方向に沿って前記第１の軸受から前記第２の軸受へと延びる、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to claim 1,
The engine, wherein the lubricating fluid path extends from the first bearing to the second bearing along a direction oblique to the axis of the connecting rod. 請求項１に記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記潤滑流体路は、前記連接棒の前記軸心線に対して平行的に、前記第１の軸受から前記第２の軸受へと延びる、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to claim 1,
An engine, wherein said lubricating fluid path extends from said first bearing to said second bearing parallel to said axis of said connecting rod. 請求項１に記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記潤滑流体路は、第１の部分に亘って、前記連接棒の前記軸心線に対して第１の角度で傾いている第１の方向を走行し、第２の部分に亘って、前記連接棒の前記軸心線に対して第２の角度で傾いている第２の方向を走行することにより、前記第１の軸受から前記第２の軸受へと達する、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to claim 1,
The lubricating fluid path runs over a first portion in a first direction inclined at a first angle with respect to the axis of the connecting rod, and over a second portion of the An engine reaching from said first bearing to said second bearing by traveling in a second direction inclined at a second angle with respect to said axis of the connecting rod. 請求項１から４のいずれかに記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記剛性調整孔は、円形、楕円形、多角形のいずれかであるか、バレル形、すなわち底部は長方形で側壁は外側に湾曲した形状である、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to any one of claims 1 to 4,
The engine, wherein said stiffness adjustment hole is either circular, elliptical, polygonal, or barrel-shaped, i.e., rectangular at the bottom and outwardly curved sidewalls. 請求項１から４のいずれかに記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記剛性調整孔の幅と前記クランクピンの直径の比は、１／１０－３／１０の範囲、好ましくは約２／１０である、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to any one of claims 1 to 4,
The engine, wherein the ratio of the width of said stiffness adjustment hole to the diameter of said crankpin is in the range of 1/10-3/10, preferably about 2/10. 請求項１から４のいずれかに記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記剛性調整孔の距離と前記クランクピンの直径の比は、１／１０－４／１０の範囲であり、好ましくは３／２０－３／１０の範囲であり、より好ましくは２／１０程度である、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to any one of claims 1 to 4,
The ratio of the distance of the rigidity adjustment hole to the diameter of the crank pin is in the range of 1/10-4/10, preferably in the range of 3/20-3/10, more preferably about 2/10. There is an institution. 請求項１から４のいずれかに記載の大型２ストロークユニフロー掃気ターボ過給式クロスヘッド内燃機関であって、
前記少なくとも１つの剛性調整孔は、前記連結棒の前記軸心線に対して対称に設けられる、機関。 A large two-stroke uniflow scavenging turbocharged crosshead internal combustion engine according to any one of claims 1 to 4,
The engine, wherein the at least one rigidity adjustment hole is provided symmetrically with respect to the axis of the connecting rod.
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JPH0473417A (en) * 1990-07-16 1992-03-09 Hino Motors Ltd Manufacture of connecting rod
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