WO2015108138A1 - Crosshead engine - Google Patents
Crosshead engine Download PDFInfo
- Publication number
- WO2015108138A1 WO2015108138A1 PCT/JP2015/051042 JP2015051042W WO2015108138A1 WO 2015108138 A1 WO2015108138 A1 WO 2015108138A1 JP 2015051042 W JP2015051042 W JP 2015051042W WO 2015108138 A1 WO2015108138 A1 WO 2015108138A1
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- WIPO (PCT)
- Prior art keywords
- piston
- rod
- cylinder
- crosshead
- fuel
- Prior art date
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Classifications
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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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
- F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
- F01B9/026—Rigid connections between piston and rod; Oscillating pistons
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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
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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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
- F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
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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
- F02B75/00—Other engines
- F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
- F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
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- 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
- F16C2360/00—Engines or pumps
- F16C2360/22—Internal combustion engines
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- 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
Definitions
- the present invention relates to a crosshead engine in which a crosshead is fixed to a piston rod.
- a crosshead In a crosshead type engine that is widely used in marine engines, a crosshead is provided at the end of a piston rod of a piston.
- the connecting rod connects the crosshead and the crankshaft, and the reciprocating motion of the crosshead is converted into the rotational motion of the crankshaft.
- Patent Document 1 is such a crosshead type engine, in which a hydraulic cylinder chamber is provided in the piston head, and an oil passage communicating from one end to the other end on the piston head side is provided in the piston rod.
- a pilot valve box Provided on the other end side of the piston rod is a pilot valve box in which a pilot valve for controlling the hydraulic pressure of the hydraulic oil supplied to the oil passage is incorporated.
- the length of the piston is made variable by switching the hydraulic pressure in the hydraulic cylinder chamber.
- Patent Document 2 discloses a crosshead type engine having a piston rod provided with a hydraulic shock absorbing mechanism.
- the substantial compression ratio of the engine can be lowered by control such as delaying the closing timing of the exhaust valve.
- the effect of suppressing abnormal combustion and the amount of NOx may be limited.
- the present invention provides a crosshead engine that has a high durability and a simple structure, can vary the mechanical compression ratio, and can suppress abnormal combustion and NOx amount.
- the purpose is that.
- a crosshead type engine of the present invention includes a cylinder, a piston head that slides in the cylinder, and a piston rod having one end fixed to the piston head.
- a crankshaft that rotates in conjunction with the reciprocating movement.
- the piston rod connects the first rod disposed on one end side, the second rod disposed on the other end side, the first rod and the second rod, and the working fluid supplied to the inside. And a variable portion whose length in the reciprocating direction of the piston is variable depending on the pressure.
- variable portion may be configured by a hydraulic cylinder using hydraulic oil as a working fluid.
- the crosshead type engine of the present invention it is possible to suppress abnormal combustion and the amount of NOx by making the mechanical compression ratio variable with a highly durable and simple structure.
- the type of engine to which the present invention is applied is not limited to the dual fuel type, the two-cycle type, and the uniflow scavenging type, and may be a crosshead type engine.
- FIG. 1 is a diagram showing an overall configuration of a uniflow scavenging two-cycle engine 100 (crosshead engine).
- the uniflow scavenging two-cycle engine 100 of the present embodiment is used for, for example, ships.
- the uniflow scavenging two-cycle engine 100 includes a cylinder 110, a piston 112, a crosshead 114, a connecting rod 116, a crankshaft 118, a pilot injection valve 120, a combustion chamber 122, and an exhaust port 124.
- the piston 112 reciprocates in the cylinder 110 through four consecutive strokes such as intake (supply), compression, combustion, and exhaust.
- the piston 112 includes a piston head 112a that slides in the cylinder 110, and one end of a piston rod 112b is fixed to the piston head 112a.
- a cross head 114 is fixed to the other end of the piston rod 112b, and the cross head 114 reciprocates together with the piston 112.
- the cross head 114 is restricted from moving in a direction (left and right direction in FIG. 1) perpendicular to the stroke direction (reciprocating direction) of the piston 112 by the cross head shoe 114a.
- the cross head 114 pivotally supports one end of the connecting rod 116.
- the other end of the connecting rod 116 is connected to the crankshaft 118 so that the crankshaft 118 rotates with respect to the connecting rod 116.
- the stroke in the cylinder 110 can be formed relatively long, and the side pressure acting on the piston 112 can be received by the crosshead 114. Therefore, the uniflow scavenging two-cycle engine 100 Output can be increased. Furthermore, since the cylinder 110 and a crank chamber (not shown) in which the crosshead 114 is accommodated are isolated, deterioration of the lubricating oil in the crank chamber can be prevented even when low quality fuel is used.
- the pilot injection valve 120 is provided in the cylinder head 110a above the top dead center of the piston 112.
- the pilot injection valve 120 injects an appropriate amount of fuel oil at a desired point in the engine cycle.
- fuel oil is spontaneously ignited by the heat of the combustion chamber 122 surrounded by the cylinder head 110a, the cylinder liner in the cylinder block 110b, and the piston 112, and burns in a short time, so that the temperature of the combustion chamber 122 is extremely reduced. Make it high.
- the premixed gas containing the fuel gas flowing in from the fuel injection port 134 described later can be reliably burned at a desired timing.
- the piston 112 reciprocates mainly by the expansion pressure due to the combustion of fuel gas.
- the pilot injection valve 120 injects a larger amount of fuel oil than the fuel oil injection amount in the gas operation mode.
- the piston 112 reciprocates by an expansion pressure caused by combustion of fuel oil, not fuel gas.
- the exhaust port 124 is an opening provided in the cylinder head 110 a above the top dead center of the piston 112, and is opened and closed to exhaust the exhaust gas after combustion generated in the cylinder 110.
- the exhaust valve drive device 126 opens and closes the exhaust port 124 by sliding the exhaust valve 128 up and down at a predetermined timing. The exhaust gas exhausted through the exhaust port 124 in this way is supplied to the turbine side of a turbocharger (not shown) and then exhausted to the outside.
- the scavenging port 130 is a hole penetrating from the inner peripheral surface (the inner peripheral surface of the cylinder block 110 b) on the lower end side of the cylinder 110 to the outer peripheral surface, and a plurality of scavenging ports 130 are provided over the entire periphery of the cylinder 110. Then, the active gas is sucked into the cylinder 110 from the scavenging port 130 in accordance with the sliding motion of the piston 112.
- an active gas includes an oxidizing agent such as oxygen and ozone, or a mixture thereof (for example, air).
- the scavenging chamber 132 is filled with active gas (for example, air) pressurized by a compressor of a supercharger (not shown), and the active gas is sucked from the scavenging port 130 due to the differential pressure in the scavenging chamber 132 and the cylinder 110. Is done.
- the pressure in the scavenging chamber 132 can be substantially constant, but when the pressure in the scavenging chamber 132 changes, a pressure gauge is provided in the scavenging port 130, and the fuel gas injection amount, etc., according to the measured value, etc. Other parameters may be controlled.
- the fuel injection ports 134 are a plurality of openings provided at predetermined intervals in the circumferential direction on the inner peripheral surface of the cylinder 110.
- the fuel injection valve 134 a is disposed in each fuel injection port 134. In the diesel operation mode described above, the fuel injection valve 134a is not opened and fuel gas is not injected.
- the fuel injection valve 134a receives a command from the fuel injection control unit 152 and injects, for example, fuel gas obtained by gasifying LNG (liquefied natural gas).
- LNG liquefied natural gas
- the fuel gas is supplied into the cylinder 110.
- the fuel gas is not limited to LNG, and for example, gasified LPG (liquefied petroleum gas), light oil, heavy oil, or the like can be applied.
- the rotary encoder 136 detects an angle signal indicating the rotation angle of the crankshaft 118 (hereinafter referred to as a crank angle signal).
- the governor 150 derives the fuel injection amount based on the engine output command value and the operation mode input from the host controller and the engine speed based on the crank angle signal from the rotary encoder 136, and determines the fuel injection amount and the operation mode. Is output to the fuel injection control unit 152.
- the fuel injection control unit 152 controls the pilot injection valve 120 and the fuel injection valve 134 a based on the fuel injection amount and information indicating the operation mode input from the governor 150 and the crank angle signal from the rotary encoder 136.
- the exhaust control unit 154 outputs an exhaust valve operation signal to the exhaust valve driving device 126 based on the fuel injection amount from the fuel injection control unit 152, the signal relating to the operation mode, and the crank angle signal from the rotary encoder 136. .
- the hydraulic control unit 156 controls the hydraulic pump 158 based on the operation mode input from the host control device.
- the hydraulic pump 158 communicates with the inside of the piston rod 112b and supplies hydraulic oil to the inside of the piston rod 112b.
- FIG. 2A and 2B are diagrams showing the operation of each control unit.
- FIG. 2A shows a timing chart in the gas operation mode
- FIG. 2B shows a timing chart in the diesel operation mode.
- the exhaust control unit 154 opens the exhaust valve 128 through the exhaust valve driving device 126 (t1 shown in FIG. 2A), Subsequently, the scavenging port 130 is opened according to the sliding motion of the piston 112 (t2 shown in FIG. 2A). Then, the active gas is sucked from the scavenging port 130. The active gas rises in the cylinder 110 and pushes the exhaust gas in the combustion chamber 122 (in the cylinder 110) from the exhaust port 124.
- the exhaust control unit 154 maintains the exhaust valve 128 in the open state, and the exhaust gas in the combustion chamber 122 (inside the cylinder 110) is continuously discharged from the exhaust port 124 by the rise of the piston 112. .
- the fuel injection control unit 152 receives information indicating the fuel injection amount input from the governor 150, and the rotary encoder 136. Based on the engine speed derived from the crank angle signal from the engine, the fuel injection valve 134a is opened, fuel is injected into the combustion chamber 122 from the fuel injection port 134, and then the fuel injection valve 134a is closed. I speak.
- the exhaust control unit 154 closes the exhaust valve 128 and closes the exhaust port 124 (t4 shown in FIG. 2A). Then, before the piston 112 reaches top dead center, the fuel injection control unit 152 opens the pilot injection valve 120 and injects fuel oil to induce combustion of fuel gas (t5 shown in FIG. 2A). .
- the fuel injection control unit 152 does not open the fuel injection valve 134a. Before the piston 112 reaches top dead center, the fuel injection control unit 152 opens the pilot injection valve 120 and injects and burns fuel oil (t5 shown in FIG. 2B). At this time, the opening period of the pilot injection valve 120 is longer than the opening period of the pilot injection valve 120 in the gas operation mode, and as a result, the fuel oil injection amount increases.
- the fuel injection control unit 152 switches the fuel to be burned in the combustion chamber 122 between the fuel oil and the fuel gas according to the operation mode.
- the opening timing of the pilot injection valve 120 is the same in the diesel operation mode and the gas operation mode has been described (t5 shown in FIGS. 2A and 2B).
- the opening of the pilot injection valve 120 in the diesel operation mode is performed in the gas operation mode. It may be earlier than the pilot injection valve 120 is opened.
- an appropriate compression ratio differs between the diesel operation mode and the gas operation mode.
- the compression ratio is variable by improving the structure of the piston rod 112b.
- the specific structure of the piston rod 112b will be described in detail.
- FIG. 3A and 3B are sectional views of the piston rod 112b.
- FIG. 3A shows the piston rod 112b in a normal state
- FIG. 3B shows the piston rod 112b in a contracted state.
- the upper side is the side where the piston head 112a is arranged
- the lower side is the side where the cross head 114 is arranged.
- the piston rod 112b includes a first rod 160 and a second rod 162.
- the first rod 160 is disposed on the piston head 112a side (one end side), and the second rod 162 is disposed on the cross head 114 side (the other end side).
- the first rod 160 is an annular member having a through hole 160a penetrating in the axial direction of the piston rod 112b. 3A and B, the lower end surface 160b of the first rod 160 is formed with a protruding portion 160c protruding in the axial direction from the end surface 160b, and the through hole 160a is centered on the protruding portion 160c. It penetrates.
- the second rod 162 is an annular member having a through hole 162a penetrating in the axial direction.
- the through-hole 162a of the second rod 162 has a large-diameter portion 162c extending to the upper end surface 162b in FIGS. 3A and B, an inner diameter smaller than the large-diameter portion 162c, and from the large-diameter portion 162c in FIGS.
- a small-diameter portion 162d continuous to the lower side is included.
- a step surface 162e is formed at the boundary between the large diameter portion 162c and the small diameter portion 162d.
- the inner diameter of the large-diameter portion 162c of the second rod 162 is formed slightly larger than the outer diameter of the protruding portion 160c of the first rod 160, and the protruding portion 160c of the first rod 160 is shown in FIGS. It is inserted into the large diameter portion 162c of the second rod 162 from above.
- the hydraulic cylinder 164 includes a base portion 166 and a plunger portion 168, and connects the first rod 160 and the second rod 162.
- the base portion 166 is a cylindrical member, and is formed with a sliding hole 166a extending in the axial direction.
- An oil hole 166b penetrating to the outside of the base portion 166 is provided on the bottom surface (the upper end surface in FIGS. 3A and 3B) of the sliding hole 166a.
- a hydraulic hose (not shown) is connected to the oil hole 166b and communicates with the hydraulic pump 158.
- the plunger portion 168 is a columnar member having an outer diameter substantially equal to that of the base portion 166. 3A and B, the small-diameter portion 168a formed on the upper side of the plunger portion 168 is a portion whose outer diameter is slightly smaller than the inner diameter of the sliding hole 166a of the base portion 166. It is inserted into the sliding hole 166a from below and inside.
- the first rod 160 is provided with a support hole 160d passing through the first rod 160 in the radial direction above the end surface 160b.
- Two support holes 160d are provided in the radial direction of the first rod 160, and both ends of the base support portion 170 are inserted into these support holes 160d.
- the base support portion 170 is a plate-like member, and has an insertion hole 170a through which the base portion 166 is inserted at the center thereof.
- the base portion 166 is fixed to the base support portion 170 in a state where the base portion 166 is inserted into the insertion hole 170 a of the base support portion 170.
- the small diameter portion 162d of the second rod 162 is provided with a support hole 162f penetrating in the radial direction.
- Two support holes 162f are provided in the radial direction of the second rod 162, and both ends of the plunger support portion 172 are inserted into these support holes 162f, respectively.
- the plunger support portion 172 is a plate-like member, and has an insertion hole 172a through which the plunger portion 168 is inserted at the center thereof.
- the plunger portion 168 is fixed to the plunger support portion 172 in a state of being inserted through the insertion hole 172a of the plunger support portion 172.
- the base portion 166 is fixed to the first rod 160 by the base support portion 170
- the plunger portion 168 is fixed to the second rod 162 by the plunger support portion 172.
- the hydraulic oil pressurized by the hydraulic pump 158 flows into the sliding hole 166a of the base portion 166 from the oil hole 166b, and the plunger portion 168 is pressed downward by the hydraulic pressure of the hydraulic oil. Further, a force in the direction of compressing the piston 112 acts on the piston 112 due to an expansion pressure accompanying combustion of fuel gas or fuel oil in the combustion chamber 122.
- the first rod 160 and the second rod 162 fixed to the base portion 166 and the plunger portion 168 also move in conjunction with each other via the base support portion 170 and the plunger support portion 172, respectively.
- the distance D between the stepped surface 162e formed at the boundary between the large diameter portion 162c and the small diameter portion 162d and the protrusion 160c is reduced.
- the first rod 160 and the second rod 162 fixed to the base portion 166 and the plunger portion 168 also move in conjunction with each other via the base support portion 170 and the plunger support portion 172, respectively. Then, the distance D between the stepped surface 162e formed at the boundary between the large diameter portion 162c and the small diameter portion 162d and the protruding portion 160c is increased.
- the piston rod 112b extends as the hydraulic cylinder 164 extends, and the piston rod 112b contracts as the hydraulic cylinder 164 contracts.
- the piston rod 112b is configured such that the length of the piston 112 in the stroke direction is variable.
- the uniflow scavenging two-cycle engine 100 is a crosshead engine
- the crosshead 114 receives the force in the direction perpendicular to the stroke direction transmitted from the connecting rod 116. Therefore, since the piston rod 112b and the hydraulic cylinder 164 are not easily subjected to a force in a direction perpendicular to the stroke direction, the hydraulic cylinder 164 can be expanded and contracted by hydraulic pressure.
- the oil pressure control unit 156 reduces the oil pressure and contracts the hydraulic cylinder 164 so that the compression ratio is low (see FIG. 3B).
- the hydraulic cylinder is increased and the hydraulic cylinder 164 is extended so as to achieve a high compression ratio (see FIG. 3A).
- the hydraulic cylinder 164 is disposed at a position farther from the combustion chamber 122 than the piston head 112a. .
- the high temperature of the hydraulic cylinder 164 and hydraulic oil is suppressed, and it becomes possible to improve their durability.
- the length of the piston rod 112b in the stroke direction becomes variable. Yes. Therefore, for example, unlike Patent Document 2 described above, the periphery of the first rod 160 and the second rod 162 is covered with a cylinder, and hydraulic oil is supplied to the space surrounded by the first rod 160 and the second rod 162 and the cylinder. Thus, it is not necessary to slide the first rod 160 and the second rod 162 within the cylinder.
- variable portion is configured by the hydraulic cylinder 164
- the variable portion is connected to the first rod 160 and the second rod 162, and the length in the stroke direction is increased by the pressure of the working fluid.
- the hydraulic cylinder 164 may be omitted as long as the mechanism is variable.
- the variable portion may be constituted by a pneumatic cylinder using air instead of hydraulic oil as a working fluid, or may be constituted by an electric actuator.
- the hydraulic cylinder 164 using hydraulic fluid as the hydraulic fluid is used, the hydraulic oil has a small volume change due to compression, so that the response is good and the piston rod 112b can be stably expanded and contracted.
- the structure which connected the 1st rod 160 and the 2nd rod 162 with the hydraulic cylinder 164 is a simple structure, manufacturing cost is low and it is hard to break down.
- the hydraulic control unit 156 controls the hydraulic pressure based on the operation mode and expands / contracts the length of the piston rod 112b has been described.
- the hydraulic control unit 156 may reduce the hydraulic pressure and contract the piston rod 112b. According to such control, it is possible to suppress the occurrence of abnormal combustion and knocking and the amount of NOx.
- the hydraulic pump 158 is a dedicated pump that supplies hydraulic oil to the piston 112 .
- the hydraulic pump 158 may share a pump for circulating cooling oil for cooling the piston head 112 a in the cylinder 110.
- the cooling oil of the piston head 112a is supplied into the cylinder 110, and the hydraulic oil is supplied to the piston 112 of the above-described embodiment only when the length of the piston rod 112b is expanded and contracted. In this way, the number of installed pumps can be reduced, and the manufacturing cost can be reduced.
- the present invention can be used for a crosshead engine in which a crosshead is fixed to a piston rod.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
A crosshead engine equipped with: a cylinder; a piston that moves reciprocally within the cylinder and is configured to include a piston head that slides within the cylinder and a piston rod (112b) one end of which is affixed to the piston head; a crosshead that is affixed to the other end of the piston rod and that moves reciprocally in unison with the piston; a connecting rod one end of which is supported by the crosshead; and a crankshaft that is connected to the connecting rod and that rotates in conjunction with the reciprocal movement of the piston and the crosshead. The piston rod includes a first rod arranged on one end, a second rod arranged at the other end, and a variable part that connects the first rod and the second rod, and the length of which can be changed in the direction of the reciprocating movement of the piston by means of the pressure of an operating fluid supplied to the interior of this variable part.
Description
本発明は、ピストンロッドにクロスヘッドが固定されたクロスヘッド型エンジンに関する。
本願は、2014年1月20日に日本に出願された特願2014-008101号に基づき優先権を主張し、その内容をここに援用する。 The present invention relates to a crosshead engine in which a crosshead is fixed to a piston rod.
This application claims priority based on Japanese Patent Application No. 2014-008101 filed in Japan on January 20, 2014, the contents of which are incorporated herein by reference.
本願は、2014年1月20日に日本に出願された特願2014-008101号に基づき優先権を主張し、その内容をここに援用する。 The present invention relates to a crosshead engine in which a crosshead is fixed to a piston rod.
This application claims priority based on Japanese Patent Application No. 2014-008101 filed in Japan on January 20, 2014, the contents of which are incorporated herein by reference.
舶用エンジンに多く採用されているクロスヘッド型エンジンでは、ピストンのピストンロッドの端部にクロスヘッドが設けられている。連結棒(コネクティングロッド)は、クロスヘッドとクランクシャフトを連結しており、クロスヘッドの往復運動がクランクシャフトの回転運動に変換される。
In a crosshead type engine that is widely used in marine engines, a crosshead is provided at the end of a piston rod of a piston. The connecting rod (connecting rod) connects the crosshead and the crankshaft, and the reciprocating motion of the crosshead is converted into the rotational motion of the crankshaft.
特許文献1のエンジンは、このようなクロスヘッド型のエンジンであって、ピストンヘッド内に油圧シリンダ室が設けられ、ピストンロッド内には、ピストンヘッド側の一端から他端まで連通する油路が設けられ、ピストンロッドの他端側には、油路に供給する作動油の油圧を制御するパイロット弁が組み込まれたパイロット弁箱が配されている。そして、油圧シリンダ室の油圧を切り換えることで、ピストンの長さを可変としている。
また、特許文献2には、油圧による緩衝機構を備えたピストンロッドを有するクロスヘッド型のエンジンが開示されている。 The engine of Patent Document 1 is such a crosshead type engine, in which a hydraulic cylinder chamber is provided in the piston head, and an oil passage communicating from one end to the other end on the piston head side is provided in the piston rod. Provided on the other end side of the piston rod is a pilot valve box in which a pilot valve for controlling the hydraulic pressure of the hydraulic oil supplied to the oil passage is incorporated. And the length of the piston is made variable by switching the hydraulic pressure in the hydraulic cylinder chamber.
Further, Patent Document 2 discloses a crosshead type engine having a piston rod provided with a hydraulic shock absorbing mechanism.
また、特許文献2には、油圧による緩衝機構を備えたピストンロッドを有するクロスヘッド型のエンジンが開示されている。 The engine of Patent Document 1 is such a crosshead type engine, in which a hydraulic cylinder chamber is provided in the piston head, and an oil passage communicating from one end to the other end on the piston head side is provided in the piston rod. Provided on the other end side of the piston rod is a pilot valve box in which a pilot valve for controlling the hydraulic pressure of the hydraulic oil supplied to the oil passage is incorporated. And the length of the piston is made variable by switching the hydraulic pressure in the hydraulic cylinder chamber.
Further, Patent Document 2 discloses a crosshead type engine having a piston rod provided with a hydraulic shock absorbing mechanism.
ところで、燃焼室内の圧力が高くなり過ぎると、異常燃焼が発生したり、排気ガス中に含まれるNOx(窒素酸化物)量が増加したりする。この場合、排気弁の閉弁時期を遅らせるなどの制御によって、エンジンの実質的な圧縮比を低下させることも可能である。しかし、エンジンに吸気される空気量も減って空気過剰率が低下するため、異常燃焼やNOx量を抑制する効果が限られる場合がある。
By the way, if the pressure in the combustion chamber becomes too high, abnormal combustion occurs or the amount of NOx (nitrogen oxide) contained in the exhaust gas increases. In this case, the substantial compression ratio of the engine can be lowered by control such as delaying the closing timing of the exhaust valve. However, since the amount of air taken into the engine is reduced and the excess air ratio is reduced, the effect of suppressing abnormal combustion and the amount of NOx may be limited.
上述した特許文献1に記載のエンジンでは、機械的な圧縮比を下げることができるため、異常燃焼やNOx量の抑制には効果的と考えられるが、ピストンヘッド、ピストンロッドの双方に、ピストンの長さを可変とする機構を配さなければならない。また、ピストンロッドの他端側にパイロット弁箱を配する必要があるなど、構造が複雑となる。
その上、油圧シリンダ室が燃焼室に近く、燃焼室からの伝熱によって高温に晒されるため、油圧シリンダ室における摺動部分の耐久性が低下する。 In the engine described in Patent Document 1 described above, since the mechanical compression ratio can be lowered, it is considered effective for suppressing abnormal combustion and the amount of NOx. A mechanism to make the length variable must be arranged. In addition, the structure is complicated, for example, it is necessary to arrange a pilot valve box on the other end side of the piston rod.
In addition, since the hydraulic cylinder chamber is close to the combustion chamber and exposed to high temperature by heat transfer from the combustion chamber, the durability of the sliding portion in the hydraulic cylinder chamber is reduced.
その上、油圧シリンダ室が燃焼室に近く、燃焼室からの伝熱によって高温に晒されるため、油圧シリンダ室における摺動部分の耐久性が低下する。 In the engine described in Patent Document 1 described above, since the mechanical compression ratio can be lowered, it is considered effective for suppressing abnormal combustion and the amount of NOx. A mechanism to make the length variable must be arranged. In addition, the structure is complicated, for example, it is necessary to arrange a pilot valve box on the other end side of the piston rod.
In addition, since the hydraulic cylinder chamber is close to the combustion chamber and exposed to high temperature by heat transfer from the combustion chamber, the durability of the sliding portion in the hydraulic cylinder chamber is reduced.
本発明は、このような課題に鑑み、耐久性が高く、かつ簡易な構造で、機械的な圧縮比を可変とし、異常燃焼やNOx量を抑制することが可能なクロスヘッド型エンジンを提供することを目的としている。
In view of such problems, the present invention provides a crosshead engine that has a high durability and a simple structure, can vary the mechanical compression ratio, and can suppress abnormal combustion and NOx amount. The purpose is that.
上記課題を解決するために、本発明のクロスヘッド型エンジンは、シリンダと、シリンダ内を摺動するピストンヘッドと、ピストンヘッドに一端が固定されたピストンロッドとを含んで構成され、シリンダ内を往復移動するピストンと、ピストンロッドの他端側に固定され、ピストンと一体に往復移動するクロスヘッドと、一端がクロスヘッドに支持される連結棒と、連結棒に連結され、ピストンおよびクロスヘッドの往復移動に連動して回転するクランクシャフトと、を備える。さらに、ピストンロッドは、一端側に配される第1ロッドと、他端側に配される第2ロッドと、第1ロッドと第2ロッドとを連結するとともに、内部に供給された作動流体の圧力によって、ピストンの往復移動方向の長さが可変となる可変部とを含む。
In order to solve the above problems, a crosshead type engine of the present invention includes a cylinder, a piston head that slides in the cylinder, and a piston rod having one end fixed to the piston head. A piston that reciprocates, a crosshead that is fixed to the other end of the piston rod and reciprocates integrally with the piston, a connecting rod that is supported by the crosshead at one end, and a connecting rod that is connected to the connecting rod. A crankshaft that rotates in conjunction with the reciprocating movement. Furthermore, the piston rod connects the first rod disposed on one end side, the second rod disposed on the other end side, the first rod and the second rod, and the working fluid supplied to the inside. And a variable portion whose length in the reciprocating direction of the piston is variable depending on the pressure.
可変部は、作動油を作動流体とする油圧シリンダで構成されてもよい。
The variable portion may be configured by a hydraulic cylinder using hydraulic oil as a working fluid.
シリンダ内において燃焼させる燃料を、液体燃料と気体燃料とで切り換える制御部をさらに備えてもよい。
You may further provide the control part which switches the fuel burned in a cylinder with liquid fuel and gaseous fuel.
本発明のクロスヘッド型エンジンによれば、耐久性が高く、かつ簡易な構造で、機械的な圧縮比を可変とし、異常燃焼やNOx量を抑制することが可能となる。
According to the crosshead type engine of the present invention, it is possible to suppress abnormal combustion and the amount of NOx by making the mechanical compression ratio variable with a highly durable and simple structure.
以下に添付図面を参照しながら、本発明の好適な実施形態について詳細に説明する。かかる実施形態に示す寸法、材料、その他具体的な数値等は、発明の理解を容易とするための例示にすぎず、特に断る場合を除き、本発明を限定するものではない。なお、本明細書および図面において、実質的に同一の機能、構成を有する要素については、同一の符号を付することにより重複説明を省略し、また本発明に直接関係のない要素は図示を省略する。
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.
以下の実施形態では、気体燃料である燃料ガスを主に燃焼させるガス運転モードと、液体燃料である燃料油を燃焼させるディーゼル運転モードのいずれかの運転モードを選択的に実行することができる、所謂デュアルフューエル型のエンジンについて説明する。また、1周期が2サイクル(2ストローク)であって、シリンダ内部をガスが一方向に流れるユニフロー掃気式である場合について説明する。しかし、本発明が適用されるエンジンの種類は、デュアルフューエル型、2サイクル型、ユニフロー掃気式に限られず、クロスヘッド型のエンジンであればよい。
In the following embodiments, it is possible to selectively execute any one of a gas operation mode in which fuel gas that is gaseous fuel is mainly burned and a diesel operation mode in which fuel oil that is liquid fuel is burned. A so-called dual fuel type engine will be described. Further, a case where one cycle is two cycles (two strokes) and a uniflow scavenging type in which gas flows in one direction inside the cylinder will be described. However, the type of engine to which the present invention is applied is not limited to the dual fuel type, the two-cycle type, and the uniflow scavenging type, and may be a crosshead type engine.
図1は、ユニフロー掃気式2サイクルエンジン100(クロスヘッド型エンジン)の全体構成を示す図である。本実施形態のユニフロー掃気式2サイクルエンジン100は、例えば、船舶等に用いられる。具体的に、ユニフロー掃気式2サイクルエンジン100は、シリンダ110と、ピストン112と、クロスヘッド114と、連結棒116と、クランクシャフト118と、パイロット噴射弁120と、燃焼室122と、排気ポート124と、排気弁駆動装置126と、排気弁128と、掃気ポート130と、掃気室132と、燃料噴射ポート134と、ロータリエンコーダ136と、ガバナー150(調速機)と、燃料噴射制御部152(制御部)と、排気制御部154と、油圧制御部156とを含んで構成される。
FIG. 1 is a diagram showing an overall configuration of a uniflow scavenging two-cycle engine 100 (crosshead engine). The uniflow scavenging two-cycle engine 100 of the present embodiment is used for, for example, ships. Specifically, the uniflow scavenging two-cycle engine 100 includes a cylinder 110, a piston 112, a crosshead 114, a connecting rod 116, a crankshaft 118, a pilot injection valve 120, a combustion chamber 122, and an exhaust port 124. An exhaust valve drive device 126, an exhaust valve 128, a scavenging port 130, a scavenging chamber 132, a fuel injection port 134, a rotary encoder 136, a governor 150 (governor), and a fuel injection control unit 152 ( A control unit), an exhaust control unit 154, and a hydraulic control unit 156.
ユニフロー掃気式2サイクルエンジン100では、吸気(給気)、圧縮、燃焼、排気といった4つの連続する行程を通じて、ピストン112がシリンダ110内を往復移動する。ピストン112は、シリンダ110内を摺動するピストンヘッド112aを含んで構成され、ピストンヘッド112aには、ピストンロッド112bの一端が固定されている。また、ピストンロッド112bの他端には、クロスヘッド114が固定されており、クロスヘッド114は、ピストン112とともに往復移動する。クロスヘッド114はクロスヘッドシュー114aによって、ピストン112のストローク方向(往復移動方向)に垂直な方向(図1中、左右方向)の移動が規制されている。
In the uniflow scavenging two-cycle engine 100, the piston 112 reciprocates in the cylinder 110 through four consecutive strokes such as intake (supply), compression, combustion, and exhaust. The piston 112 includes a piston head 112a that slides in the cylinder 110, and one end of a piston rod 112b is fixed to the piston head 112a. A cross head 114 is fixed to the other end of the piston rod 112b, and the cross head 114 reciprocates together with the piston 112. The cross head 114 is restricted from moving in a direction (left and right direction in FIG. 1) perpendicular to the stroke direction (reciprocating direction) of the piston 112 by the cross head shoe 114a.
クロスヘッド114は、連結棒116の一端を軸支している。また、連結棒116の他端は、クランクシャフト118に連結され、連結棒116に対してクランクシャフト118が回転する構造となっている。その結果、ピストン112の往復移動に伴いクロスヘッド114が往復移動すると、その往復移動に連動して、クランクシャフト118が回転する。
The cross head 114 pivotally supports one end of the connecting rod 116. The other end of the connecting rod 116 is connected to the crankshaft 118 so that the crankshaft 118 rotates with respect to the connecting rod 116. As a result, when the cross head 114 reciprocates as the piston 112 reciprocates, the crankshaft 118 rotates in conjunction with the reciprocation.
このようなクロスヘッド型エンジンでは、シリンダ110内でのストロークを比較的長く形成することができ、ピストン112に作用する側圧をクロスヘッド114に受けさせることが可能なので、ユニフロー掃気式2サイクルエンジン100の高出力化を図ることができる。さらに、シリンダ110とクロスヘッド114が収まる不図示のクランク室とが隔離されるので、低質燃料を用いる場合においてもクランク室内における潤滑油の汚損劣化を防止することができる。
In such a crosshead type engine, the stroke in the cylinder 110 can be formed relatively long, and the side pressure acting on the piston 112 can be received by the crosshead 114. Therefore, the uniflow scavenging two-cycle engine 100 Output can be increased. Furthermore, since the cylinder 110 and a crank chamber (not shown) in which the crosshead 114 is accommodated are isolated, deterioration of the lubricating oil in the crank chamber can be prevented even when low quality fuel is used.
パイロット噴射弁120は、ピストン112の上死点より上方のシリンダヘッド110aに設けられる。
The pilot injection valve 120 is provided in the cylinder head 110a above the top dead center of the piston 112.
ガス運転モードにおいては、パイロット噴射弁120は、エンジンサイクルにおける所望の時点で適量の燃料油を噴射する。かかる燃料油は、シリンダヘッド110aと、シリンダブロック110bにおけるシリンダライナと、ピストン112とに囲まれた燃焼室122の熱で自然着火し、僅かな時間で燃焼して、燃焼室122の温度を極めて高くする。
In the gas operation mode, the pilot injection valve 120 injects an appropriate amount of fuel oil at a desired point in the engine cycle. Such fuel oil is spontaneously ignited by the heat of the combustion chamber 122 surrounded by the cylinder head 110a, the cylinder liner in the cylinder block 110b, and the piston 112, and burns in a short time, so that the temperature of the combustion chamber 122 is extremely reduced. Make it high.
その結果、後述する燃料噴射ポート134から流入した燃料ガスを含む予混合気を、所望のタイミングで確実に燃焼することができる。ピストン112は、主に燃料ガスの燃焼による膨張圧によって往復移動する。
As a result, the premixed gas containing the fuel gas flowing in from the fuel injection port 134 described later can be reliably burned at a desired timing. The piston 112 reciprocates mainly by the expansion pressure due to the combustion of fuel gas.
一方、ディーゼル運転モードにおいては、パイロット噴射弁120は、ガス運転モードにおける燃料油の噴射量よりも多量の燃料油を噴射する。ピストン112は、燃料ガスではなく、燃料油の燃焼による膨張圧によって往復移動する。
On the other hand, in the diesel operation mode, the pilot injection valve 120 injects a larger amount of fuel oil than the fuel oil injection amount in the gas operation mode. The piston 112 reciprocates by an expansion pressure caused by combustion of fuel oil, not fuel gas.
排気ポート124は、ピストン112の上死点より上方のシリンダヘッド110aに設けられた開口部であり、シリンダ110内で生じた燃焼後の排気ガスを排気するために開閉される。排気弁駆動装置126は、所定のタイミングで排気弁128を上下に摺動させ、排気ポート124を開閉する。このようにして排気ポート124を介して排気された排気ガスは、例えば、不図示の過給機のタービン側に供給された後、外部に排気される。
The exhaust port 124 is an opening provided in the cylinder head 110 a above the top dead center of the piston 112, and is opened and closed to exhaust the exhaust gas after combustion generated in the cylinder 110. The exhaust valve drive device 126 opens and closes the exhaust port 124 by sliding the exhaust valve 128 up and down at a predetermined timing. The exhaust gas exhausted through the exhaust port 124 in this way is supplied to the turbine side of a turbocharger (not shown) and then exhausted to the outside.
掃気ポート130は、シリンダ110の下端側の内周面(シリンダブロック110bの内周面)から外周面まで貫通する孔であり、シリンダ110の全周囲に亘って、複数設けられている。そして、掃気ポート130から、ピストン112の摺動動作に応じてシリンダ110内に活性ガスが吸入される。かかる活性ガスは、酸素、オゾン等の酸化剤、または、その混合気(例えば空気)を含む。掃気室132には、不図示の過給機のコンプレッサによって加圧された活性ガス(例えば空気)が封入されており、掃気室132とシリンダ110内の差圧によって掃気ポート130から活性ガスが吸入される。掃気室132の圧力は、ほぼ一定とすることができるが、掃気室132の圧力が変化する場合には、掃気ポート130に圧力計を設け、その計測値に応じて燃料ガスの噴射量等、他のパラメータを制御してもよい。
The scavenging port 130 is a hole penetrating from the inner peripheral surface (the inner peripheral surface of the cylinder block 110 b) on the lower end side of the cylinder 110 to the outer peripheral surface, and a plurality of scavenging ports 130 are provided over the entire periphery of the cylinder 110. Then, the active gas is sucked into the cylinder 110 from the scavenging port 130 in accordance with the sliding motion of the piston 112. Such an active gas includes an oxidizing agent such as oxygen and ozone, or a mixture thereof (for example, air). The scavenging chamber 132 is filled with active gas (for example, air) pressurized by a compressor of a supercharger (not shown), and the active gas is sucked from the scavenging port 130 due to the differential pressure in the scavenging chamber 132 and the cylinder 110. Is done. The pressure in the scavenging chamber 132 can be substantially constant, but when the pressure in the scavenging chamber 132 changes, a pressure gauge is provided in the scavenging port 130, and the fuel gas injection amount, etc., according to the measured value, etc. Other parameters may be controlled.
燃料噴射ポート134は、シリンダ110内周面において、周方向に所定の間隔を空けて設けられた複数の開口部である。燃料噴射弁134aは、各燃料噴射ポート134内に配置される。上述したディーゼル運転モードにおいては、燃料噴射弁134aは開弁せず、燃料ガスは噴射されない。
The fuel injection ports 134 are a plurality of openings provided at predetermined intervals in the circumferential direction on the inner peripheral surface of the cylinder 110. The fuel injection valve 134 a is disposed in each fuel injection port 134. In the diesel operation mode described above, the fuel injection valve 134a is not opened and fuel gas is not injected.
一方、ガス運転モードにおいては、燃料噴射弁134aは、燃料噴射制御部152からの指令を受けて、例えば、LNG(液化天然ガス)をガス化した燃料ガスを噴射する。こうしてシリンダ110内に燃料ガスが供給される。また、燃料ガスには、LNGに限らず、例えば、LPG(液化石油ガス)、軽油、重油等をガス化したものを適用することもできる。
On the other hand, in the gas operation mode, the fuel injection valve 134a receives a command from the fuel injection control unit 152 and injects, for example, fuel gas obtained by gasifying LNG (liquefied natural gas). Thus, the fuel gas is supplied into the cylinder 110. Further, the fuel gas is not limited to LNG, and for example, gasified LPG (liquefied petroleum gas), light oil, heavy oil, or the like can be applied.
ロータリエンコーダ136は、クランクシャフト118の回転角を示す角度信号(以下、クランク角度信号と言う。)を検出する。
The rotary encoder 136 detects an angle signal indicating the rotation angle of the crankshaft 118 (hereinafter referred to as a crank angle signal).
ガバナー150は、上位の制御装置から入力されたエンジン出力指令値および運転モードと、ロータリエンコーダ136からのクランク角度信号によるエンジン回転数に基づいて、燃料噴射量を導出し、燃料噴射量と運転モードを示す情報を燃料噴射制御部152に出力する。
The governor 150 derives the fuel injection amount based on the engine output command value and the operation mode input from the host controller and the engine speed based on the crank angle signal from the rotary encoder 136, and determines the fuel injection amount and the operation mode. Is output to the fuel injection control unit 152.
燃料噴射制御部152は、ガバナー150から入力された燃料噴射量と運転モードを示す情報と、ロータリエンコーダ136からのクランク角度信号に基づいて、パイロット噴射弁120および燃料噴射弁134aを制御する。
The fuel injection control unit 152 controls the pilot injection valve 120 and the fuel injection valve 134 a based on the fuel injection amount and information indicating the operation mode input from the governor 150 and the crank angle signal from the rotary encoder 136.
排気制御部154は、燃料噴射制御部152からの燃料噴射量や運転モードにかかる信号、および、ロータリエンコーダ136からのクランク角度信号に基づいて、排気弁駆動装置126に排気弁操作信号を出力する。
The exhaust control unit 154 outputs an exhaust valve operation signal to the exhaust valve driving device 126 based on the fuel injection amount from the fuel injection control unit 152, the signal relating to the operation mode, and the crank angle signal from the rotary encoder 136. .
油圧制御部156は、上位の制御装置から入力された運転モードに基づいて、油圧ポンプ158を制御する。油圧ポンプ158は、ピストンロッド112bの内部に連通して、ピストンロッド112bの内部に作動油を供給する。
The hydraulic control unit 156 controls the hydraulic pump 158 based on the operation mode input from the host control device. The hydraulic pump 158 communicates with the inside of the piston rod 112b and supplies hydraulic oil to the inside of the piston rod 112b.
続いて、上述したユニフロー掃気式2サイクルエンジン100のエンジンサイクルにおける各制御部の動作について説明する。
Next, the operation of each control unit in the engine cycle of the above-described uniflow scavenging two-cycle engine 100 will be described.
図2AおよびBは、各制御部の動作を示す図であり、図2Aには、ガス運転モードにおけるタイミングチャートを示し、図2Bには、ディーゼル運転モードにおけるタイミングチャートを示す。
2A and 2B are diagrams showing the operation of each control unit. FIG. 2A shows a timing chart in the gas operation mode, and FIG. 2B shows a timing chart in the diesel operation mode.
ガス運転モードにおいては、図2Aに示すように、燃焼行程後の排気行程では、排気ポート124および掃気ポート130が閉塞状態にあり、燃焼室122(シリンダ110内)には排気ガスが充満している。
In the gas operation mode, as shown in FIG. 2A, in the exhaust stroke after the combustion stroke, the exhaust port 124 and the scavenging port 130 are closed, and the combustion chamber 122 (inside the cylinder 110) is filled with exhaust gas. Yes.
燃焼室122の燃焼作用によって生じる爆発圧力により、ピストン112が下降し下死点に近づくと、排気制御部154は排気弁駆動装置126を通じて排気弁128を開弁し(図2Aに示すt1)、続いて、ピストン112の摺動動作に応じて掃気ポート130が開口する(図2Aに示すt2)。すると、掃気ポート130から活性ガスが吸入される。活性ガスはシリンダ110内を上昇し、燃焼室122(シリンダ110内)の排気ガスを排気ポート124から押し出す。
When the piston 112 descends and approaches the bottom dead center due to the explosion pressure generated by the combustion action of the combustion chamber 122, the exhaust control unit 154 opens the exhaust valve 128 through the exhaust valve driving device 126 (t1 shown in FIG. 2A), Subsequently, the scavenging port 130 is opened according to the sliding motion of the piston 112 (t2 shown in FIG. 2A). Then, the active gas is sucked from the scavenging port 130. The active gas rises in the cylinder 110 and pushes the exhaust gas in the combustion chamber 122 (in the cylinder 110) from the exhaust port 124.
そして、ピストン112が下死点から上死点に向けて上昇する圧縮行程では、掃気ポート130が閉口され、活性ガスの吸入が停止される。
In the compression stroke in which the piston 112 rises from the bottom dead center toward the top dead center, the scavenging port 130 is closed, and the suction of the active gas is stopped.
このとき、排気制御部154は、排気弁128を開弁状態に維持しており、ピストン112の上昇によって、引き続き、燃焼室122(シリンダ110内)の排気ガスが、排気ポート124から排出される。
At this time, the exhaust control unit 154 maintains the exhaust valve 128 in the open state, and the exhaust gas in the combustion chamber 122 (inside the cylinder 110) is continuously discharged from the exhaust port 124 by the rise of the piston 112. .
そして、ピストン112が上死点に向かって摺動している間に(図2Aに示すt3)、燃料噴射制御部152は、ガバナー150から入力された燃料噴射量を示す情報や、ロータリエンコーダ136からのクランク角度信号によって導出されるエンジン回転数等に基づいて、燃料噴射弁134aを開弁して、燃料噴射ポート134から燃焼室122内に燃料を噴射させた後、燃料噴射弁134aを閉弁する。
Then, while the piston 112 is sliding toward the top dead center (t3 shown in FIG. 2A), the fuel injection control unit 152 receives information indicating the fuel injection amount input from the governor 150, and the rotary encoder 136. Based on the engine speed derived from the crank angle signal from the engine, the fuel injection valve 134a is opened, fuel is injected into the combustion chamber 122 from the fuel injection port 134, and then the fuel injection valve 134a is closed. I speak.
その後、さらにピストン112が上昇すると、排気制御部154は、排気弁128を閉弁して排気ポート124を閉口する(図2Aに示すt4)。そして、ピストン112が上死点に到達する前に、燃料噴射制御部152は、パイロット噴射弁120を開弁させ、燃料油を噴射して燃料ガスの燃焼を誘発する(図2Aに示すt5)。
Thereafter, when the piston 112 further rises, the exhaust control unit 154 closes the exhaust valve 128 and closes the exhaust port 124 (t4 shown in FIG. 2A). Then, before the piston 112 reaches top dead center, the fuel injection control unit 152 opens the pilot injection valve 120 and injects fuel oil to induce combustion of fuel gas (t5 shown in FIG. 2A). .
図2Bに示すように、ディーゼル運転モードにおいては、燃料噴射制御部152は、燃料噴射弁134aを開弁させない。燃料噴射制御部152は、ピストン112が上死点に到達する前に、パイロット噴射弁120を開弁させ、燃料油を噴射して燃焼させる(図2Bに示すt5)。このとき、パイロット噴射弁120の開弁期間は、ガス運転モードにおけるパイロット噴射弁120の開弁期間よりも長く、その結果、燃料油の噴射量が多くなる。
As shown in FIG. 2B, in the diesel operation mode, the fuel injection control unit 152 does not open the fuel injection valve 134a. Before the piston 112 reaches top dead center, the fuel injection control unit 152 opens the pilot injection valve 120 and injects and burns fuel oil (t5 shown in FIG. 2B). At this time, the opening period of the pilot injection valve 120 is longer than the opening period of the pilot injection valve 120 in the gas operation mode, and as a result, the fuel oil injection amount increases.
このように、燃料噴射制御部152は、運転モードに応じて、燃焼室122で燃焼させる燃料を、燃料油と燃料ガスとで切り換えている。
As described above, the fuel injection control unit 152 switches the fuel to be burned in the combustion chamber 122 between the fuel oil and the fuel gas according to the operation mode.
そして、燃焼室122において燃料ガスや燃料油が燃焼することにより、上記のとおりに、排気、吸気、圧縮、燃焼行程が繰り返される。
Then, as fuel gas or fuel oil burns in the combustion chamber 122, exhaust, intake, compression, and combustion stroke are repeated as described above.
ここでは、ディーゼル運転モードとガス運転モードとで、パイロット噴射弁120の開弁のタイミングが同じ場合について説明した(図2AおよびBに示すt5)。しかし、ディーゼル運転モードにおけるパイロット噴射弁120の開弁期間を、ガス運転モードにおけるパイロット噴射弁120の開弁期間より長くするため、ディーゼル運転モードにおけるパイロット噴射弁120の開弁を、ガス運転モードにおけるパイロット噴射弁120の開弁より早めてもよい。
Here, the case where the opening timing of the pilot injection valve 120 is the same in the diesel operation mode and the gas operation mode has been described (t5 shown in FIGS. 2A and 2B). However, in order to make the opening period of the pilot injection valve 120 in the diesel operation mode longer than the opening period of the pilot injection valve 120 in the gas operation mode, the opening of the pilot injection valve 120 in the diesel operation mode is performed in the gas operation mode. It may be earlier than the pilot injection valve 120 is opened.
ところで、ディーゼル運転モードとガス運転モードとでは適切な圧縮比が異なる。本実施形態では、ピストンロッド112bの構造を改良することで、圧縮比を可変としている。以下、ピストンロッド112bの具体的な構造について詳述する。
By the way, an appropriate compression ratio differs between the diesel operation mode and the gas operation mode. In this embodiment, the compression ratio is variable by improving the structure of the piston rod 112b. Hereinafter, the specific structure of the piston rod 112b will be described in detail.
図3AおよびBは、ピストンロッド112bの断面図であり、図3Aは、通常時のピストンロッド112bを示し、図3Bは、収縮時のピストンロッド112bを示す。図3AおよびBのそれぞれにおいて、上側がピストンヘッド112aの配される側で、下側がクロスヘッド114の配される側となっている。
3A and 3B are sectional views of the piston rod 112b. FIG. 3A shows the piston rod 112b in a normal state, and FIG. 3B shows the piston rod 112b in a contracted state. 3A and 3B, the upper side is the side where the piston head 112a is arranged, and the lower side is the side where the cross head 114 is arranged.
図3AおよびBに示すように、ピストンロッド112bは、第1ロッド160と、第2ロッド162とを含んで構成される。第1ロッド160は、ピストンヘッド112a側(一端側)に配され、第2ロッド162は、クロスヘッド114側(他端側)に配される。
As shown in FIGS. 3A and B, the piston rod 112b includes a first rod 160 and a second rod 162. The first rod 160 is disposed on the piston head 112a side (one end side), and the second rod 162 is disposed on the cross head 114 side (the other end side).
第1ロッド160は、ピストンロッド112bの軸方向に貫通する貫通孔160aを有する環状部材である。第1ロッド160のうち、図3AおよびB中、下側の端面160bには、端面160bから上記軸方向に突出する突出部160cが形成されており、貫通孔160aは、突出部160cの中心を貫通している。
The first rod 160 is an annular member having a through hole 160a penetrating in the axial direction of the piston rod 112b. 3A and B, the lower end surface 160b of the first rod 160 is formed with a protruding portion 160c protruding in the axial direction from the end surface 160b, and the through hole 160a is centered on the protruding portion 160c. It penetrates.
第2ロッド162は、第1ロッド160と同様、上記軸方向に貫通する貫通孔162aを有する環状部材である。第2ロッド162の貫通孔162aは、図3AおよびB中、上側の端面162bまで延びる大径部162cと、大径部162cよりも内径が小さく、大径部162cから、図3AおよびB中、下側に連続する小径部162dを含んでいる。大径部162cと小径部162dとの境界には、段差面162eが形成されている。
Similar to the first rod 160, the second rod 162 is an annular member having a through hole 162a penetrating in the axial direction. The through-hole 162a of the second rod 162 has a large-diameter portion 162c extending to the upper end surface 162b in FIGS. 3A and B, an inner diameter smaller than the large-diameter portion 162c, and from the large-diameter portion 162c in FIGS. A small-diameter portion 162d continuous to the lower side is included. A step surface 162e is formed at the boundary between the large diameter portion 162c and the small diameter portion 162d.
第2ロッド162の大径部162cの内径は、第1ロッド160の突出部160cの外径よりも僅かに大きく形成されており、第1ロッド160の突出部160cが、図3AおよびB中、上方から第2ロッド162の大径部162cに挿入されている。
The inner diameter of the large-diameter portion 162c of the second rod 162 is formed slightly larger than the outer diameter of the protruding portion 160c of the first rod 160, and the protruding portion 160c of the first rod 160 is shown in FIGS. It is inserted into the large diameter portion 162c of the second rod 162 from above.
第1ロッド160の貫通孔160aと、第2ロッド162の貫通孔162aの内部には、貫通孔160aと貫通孔162aを跨いでピストンロッド112bの軸線上に延びる油圧シリンダ164(可変部)が配されている。油圧シリンダ164は、ベース部166とプランジャ部168とを含んで構成され、第1ロッド160と第2ロッド162とを連結する。
Inside the through hole 160a of the first rod 160 and the through hole 162a of the second rod 162, a hydraulic cylinder 164 (variable part) extending on the axis of the piston rod 112b across the through hole 160a and the through hole 162a is arranged. Has been. The hydraulic cylinder 164 includes a base portion 166 and a plunger portion 168, and connects the first rod 160 and the second rod 162.
ベース部166は、円柱状の部材であって、上記軸方向に延びる摺動穴166aが形成される。摺動穴166aの底面(図3AおよびB中、上端面)には、ベース部166の外部に貫通する油孔166bが設けられている。油孔166bには、不図示の油圧ホースが連結されて油圧ポンプ158と連通している。
The base portion 166 is a cylindrical member, and is formed with a sliding hole 166a extending in the axial direction. An oil hole 166b penetrating to the outside of the base portion 166 is provided on the bottom surface (the upper end surface in FIGS. 3A and 3B) of the sliding hole 166a. A hydraulic hose (not shown) is connected to the oil hole 166b and communicates with the hydraulic pump 158.
プランジャ部168は、ベース部166と外径がほぼ等しい円柱状の部材である。プランジャ部168のうち、図3AおよびB中、上側に形成された小径部168aは、ベース部166の摺動穴166aの内径よりも、外径が僅かに小さい部位であって、図3AおよびB中、下方から摺動穴166aに挿入されている。
The plunger portion 168 is a columnar member having an outer diameter substantially equal to that of the base portion 166. 3A and B, the small-diameter portion 168a formed on the upper side of the plunger portion 168 is a portion whose outer diameter is slightly smaller than the inner diameter of the sliding hole 166a of the base portion 166. It is inserted into the sliding hole 166a from below and inside.
第1ロッド160には、端面160bの上方にて、第1ロッド160を、その径方向に貫通する支持孔160dが設けられている。支持孔160dは、第1ロッド160の径方向に対向して2つ設けられており、これらの支持孔160dに、ベース支持部170の両端がそれぞれ挿入されている。
The first rod 160 is provided with a support hole 160d passing through the first rod 160 in the radial direction above the end surface 160b. Two support holes 160d are provided in the radial direction of the first rod 160, and both ends of the base support portion 170 are inserted into these support holes 160d.
ベース支持部170は、板状部材であって、その中央部に、ベース部166が挿通される挿通孔170aを有する。ベース部166は、ベース支持部170の挿通孔170aに挿通された状態で、ベース支持部170に固定されている。
The base support portion 170 is a plate-like member, and has an insertion hole 170a through which the base portion 166 is inserted at the center thereof. The base portion 166 is fixed to the base support portion 170 in a state where the base portion 166 is inserted into the insertion hole 170 a of the base support portion 170.
第2ロッド162の小径部162dには、その径方向に貫通する支持孔162fが設けられている。支持孔162fは、第2ロッド162の径方向に対向して2つ設けられており、これらの支持孔162fに、プランジャ支持部172の両端がそれぞれ挿入されている。
The small diameter portion 162d of the second rod 162 is provided with a support hole 162f penetrating in the radial direction. Two support holes 162f are provided in the radial direction of the second rod 162, and both ends of the plunger support portion 172 are inserted into these support holes 162f, respectively.
プランジャ支持部172は、板状部材であって、その中央部に、プランジャ部168が挿通される挿通孔172aを有する。プランジャ部168は、プランジャ支持部172の挿通孔172aに挿通された状態で、プランジャ支持部172に固定されている。
The plunger support portion 172 is a plate-like member, and has an insertion hole 172a through which the plunger portion 168 is inserted at the center thereof. The plunger portion 168 is fixed to the plunger support portion 172 in a state of being inserted through the insertion hole 172a of the plunger support portion 172.
すなわち、ベース部166は、ベース支持部170によって、第1ロッド160に固定され、プランジャ部168は、プランジャ支持部172によって、第2ロッド162に固定されている。
That is, the base portion 166 is fixed to the first rod 160 by the base support portion 170, and the plunger portion 168 is fixed to the second rod 162 by the plunger support portion 172.
ベース部166の摺動穴166a内には、油孔166bから、油圧ポンプ158で昇圧された作動油が流入しており、この作動油の油圧によってプランジャ部168が下方に押圧されている。また、ピストン112には、燃焼室122における燃料ガスや燃料油の燃焼に伴う膨張圧などによって、ピストン112を圧縮する方向の力が作用している。
The hydraulic oil pressurized by the hydraulic pump 158 flows into the sliding hole 166a of the base portion 166 from the oil hole 166b, and the plunger portion 168 is pressed downward by the hydraulic pressure of the hydraulic oil. Further, a force in the direction of compressing the piston 112 acts on the piston 112 due to an expansion pressure accompanying combustion of fuel gas or fuel oil in the combustion chamber 122.
そして、油圧ポンプ158による油圧が下がると、図3Aの状態から図3Bの状態へと、ベース部166とプランジャ部168が、相対的に近づく方向に移動する。
And if the hydraulic pressure by the hydraulic pump 158 falls, the base part 166 and the plunger part 168 will move in the direction which approaches relatively from the state of FIG. 3A to the state of FIG. 3B.
油圧シリンダ164が収縮すると、ベース支持部170、プランジャ支持部172それぞれを介してベース部166、プランジャ部168に固定された第1ロッド160、第2ロッド162も連動して移動する。そして、大径部162cと小径部162dの境界に形成された段差面162eと、突出部160cとの間隔Dが小さくなる。
When the hydraulic cylinder 164 contracts, the first rod 160 and the second rod 162 fixed to the base portion 166 and the plunger portion 168 also move in conjunction with each other via the base support portion 170 and the plunger support portion 172, respectively. The distance D between the stepped surface 162e formed at the boundary between the large diameter portion 162c and the small diameter portion 162d and the protrusion 160c is reduced.
また、油圧ポンプ158による油圧が上がると、図3Bの状態から図3Aの状態へと、ベース部166とプランジャ部168が、相対的に離間する方向に移動する。こうして、油圧シリンダ164が伸長する。
Further, when the hydraulic pressure by the hydraulic pump 158 is increased, the base portion 166 and the plunger portion 168 are moved in a relatively separated direction from the state of FIG. 3B to the state of FIG. 3A. Thus, the hydraulic cylinder 164 extends.
油圧シリンダ164が伸長すると、ベース支持部170、プランジャ支持部172それぞれを介してベース部166、プランジャ部168に固定された第1ロッド160、第2ロッド162も連動して移動する。そして、大径部162cと小径部162dの境界に形成された段差面162eと、突出部160cとの間隔Dが大きくなる。
When the hydraulic cylinder 164 extends, the first rod 160 and the second rod 162 fixed to the base portion 166 and the plunger portion 168 also move in conjunction with each other via the base support portion 170 and the plunger support portion 172, respectively. Then, the distance D between the stepped surface 162e formed at the boundary between the large diameter portion 162c and the small diameter portion 162d and the protruding portion 160c is increased.
こうして、油圧シリンダ164の伸長に伴ってピストンロッド112bが伸長し、油圧シリンダ164の収縮に伴ってピストンロッド112bが収縮する。このように、ピストンロッド112bは、ピストン112のストローク方向の長さを可変とする構成になっている。
In this way, the piston rod 112b extends as the hydraulic cylinder 164 extends, and the piston rod 112b contracts as the hydraulic cylinder 164 contracts. As described above, the piston rod 112b is configured such that the length of the piston 112 in the stroke direction is variable.
ユニフロー掃気式2サイクルエンジン100は、クロスヘッド型エンジンであるため、連結棒116から伝達されるストローク方向に垂直な方向の力は、クロスヘッド114が受ける。そのため、ピストンロッド112bや油圧シリンダ164は、ストローク方向に垂直な方向の力を受け難いため、油圧による油圧シリンダ164の伸縮が可能となっている。
Since the uniflow scavenging two-cycle engine 100 is a crosshead engine, the crosshead 114 receives the force in the direction perpendicular to the stroke direction transmitted from the connecting rod 116. Therefore, since the piston rod 112b and the hydraulic cylinder 164 are not easily subjected to a force in a direction perpendicular to the stroke direction, the hydraulic cylinder 164 can be expanded and contracted by hydraulic pressure.
油圧制御部156は、ガス運転モードにおいては、低圧縮比となるように、油圧を下げて油圧シリンダ164を収縮させた状態とし(図3B参照)、ディーゼル運転モードにおいては、ディーゼル運転モードよりも高圧縮比となるように、油圧を上げて油圧シリンダ164を伸長させた状態とする(図3A参照)。
In the gas operation mode, the oil pressure control unit 156 reduces the oil pressure and contracts the hydraulic cylinder 164 so that the compression ratio is low (see FIG. 3B). The hydraulic cylinder is increased and the hydraulic cylinder 164 is extended so as to achieve a high compression ratio (see FIG. 3A).
その結果、ガス運転モードにおいて、異常燃焼およびノッキングの発生や、排気ガス中に含まれるNOx量が抑制される。また、ディーゼル運転モードにおいて、高圧縮比による高効率化を実現することが可能となる。
As a result, in the gas operation mode, the occurrence of abnormal combustion and knocking and the amount of NOx contained in the exhaust gas are suppressed. In the diesel operation mode, it is possible to achieve high efficiency by a high compression ratio.
また、排気弁128の閉弁時期を遅らせることで、実質的な圧縮比を下げる場合には、空気過剰率が低下するが、本実施形態では、ピストンロッド112bを収縮して圧縮比を下げることから、異常燃焼およびノッキングの発生を抑制することが可能となる。
In addition, when the substantial compression ratio is lowered by delaying the closing timing of the exhaust valve 128, the excess air ratio is reduced, but in this embodiment, the piston rod 112b is contracted to lower the compression ratio. Therefore, the occurrence of abnormal combustion and knocking can be suppressed.
また、ピストン112のうち、ピストンヘッド112aではなく、ピストンロッド112bについて、ストローク方向の長さを可変とする構成としたため、ピストンヘッド112aよりも燃焼室122から遠い位置に油圧シリンダ164が配される。その結果、油圧シリンダ164や作動油の高温化が抑制され、それらの耐久性を向上することが可能となる。
In addition, since the length in the stroke direction is variable for the piston rod 112b, not the piston head 112a, of the piston 112, the hydraulic cylinder 164 is disposed at a position farther from the combustion chamber 122 than the piston head 112a. . As a result, the high temperature of the hydraulic cylinder 164 and hydraulic oil is suppressed, and it becomes possible to improve their durability.
また、第1ロッド160の貫通孔160aと第2ロッド162の貫通孔162aの内部に設置した油圧シリンダ164内の油圧を調整することにより、ピストンロッド112bのストローク方向の長さが可変となっている。そのため、例えば上述した特許文献2等とは異なり、第1ロッド160および第2ロッド162の周囲をシリンダで覆い、第1ロッド160および第2ロッド162とシリンダで囲まれた空間に作動油を供給して第1ロッド160および第2ロッド162をシリンダ内で摺動させる必要はない。
すなわち、作動油のシール面としての、シリンダに対する第1ロッド160および第2ロッド162の摺動面が存在せず、作動油が、第1ロッド160および第2ロッド162の往復運動の影響を受けにくい。そのため、作動油のシール性が向上し、ストローク方向の長さが可変なピストンロッド112bの信頼性が向上する。 Further, by adjusting the hydraulic pressure in thehydraulic cylinder 164 installed inside the through hole 160a of the first rod 160 and the through hole 162a of the second rod 162, the length of the piston rod 112b in the stroke direction becomes variable. Yes. Therefore, for example, unlike Patent Document 2 described above, the periphery of the first rod 160 and the second rod 162 is covered with a cylinder, and hydraulic oil is supplied to the space surrounded by the first rod 160 and the second rod 162 and the cylinder. Thus, it is not necessary to slide the first rod 160 and the second rod 162 within the cylinder.
That is, there is no sliding surface of thefirst rod 160 and the second rod 162 with respect to the cylinder as a sealing surface of the hydraulic oil, and the hydraulic oil is affected by the reciprocating motion of the first rod 160 and the second rod 162. Hateful. Therefore, the sealing performance of the hydraulic oil is improved, and the reliability of the piston rod 112b whose length in the stroke direction is variable is improved.
すなわち、作動油のシール面としての、シリンダに対する第1ロッド160および第2ロッド162の摺動面が存在せず、作動油が、第1ロッド160および第2ロッド162の往復運動の影響を受けにくい。そのため、作動油のシール性が向上し、ストローク方向の長さが可変なピストンロッド112bの信頼性が向上する。 Further, by adjusting the hydraulic pressure in the
That is, there is no sliding surface of the
また、異常燃焼が発生して燃焼室122の圧力が過剰に高くなった場合、油圧シリンダ164に作用する圧縮力が大きくなり、油圧シリンダ164が自動的に収縮される。その結果、圧縮比が下がることから、異常燃焼が鎮静化される。このように、ユニフロー掃気式2サイクルエンジン100では、異常燃焼が発生したとき、異常燃焼の検知や油圧制御部156の制御といった処理を行わずとも、自動的に圧縮比を下げて、異常燃焼の鎮静化を図ることが可能となる。
When abnormal combustion occurs and the pressure in the combustion chamber 122 becomes excessively high, the compressive force acting on the hydraulic cylinder 164 increases and the hydraulic cylinder 164 is automatically contracted. As a result, since the compression ratio is lowered, abnormal combustion is calmed down. As described above, in the uniflow scavenging two-cycle engine 100, when abnormal combustion occurs, the compression ratio is automatically lowered to perform abnormal combustion without performing processing such as detection of abnormal combustion or control of the hydraulic pressure control unit 156. Sedation can be achieved.
また、上述した実施形態では、可変部が油圧シリンダ164で構成される場合について説明したが、可変部は、第1ロッド160と第2ロッド162を連結して作動流体の圧力によってストローク方向の長さを可変とする機構であれば、油圧シリンダ164でなくてもよい。可変部は、例えば、作動流体として作動油ではなく、空気を用いた空圧シリンダで構成されてもよいし、電動アクチュエータで構成されてもよい。しかし、作動油を作動流体とする油圧シリンダ164を用いると、作動油が圧縮による体積変化が小さいことから応答性がよく、ピストンロッド112bを安定的に伸縮させることが可能となる。
また、第1ロッド160と第2ロッド162とを油圧シリンダ164で連結した構造は、簡易な構成であることから、製造コストが低く、かつ、故障しにくい。 In the above-described embodiment, the case where the variable portion is configured by thehydraulic cylinder 164 has been described. However, the variable portion is connected to the first rod 160 and the second rod 162, and the length in the stroke direction is increased by the pressure of the working fluid. The hydraulic cylinder 164 may be omitted as long as the mechanism is variable. For example, the variable portion may be constituted by a pneumatic cylinder using air instead of hydraulic oil as a working fluid, or may be constituted by an electric actuator. However, when the hydraulic cylinder 164 using hydraulic fluid as the hydraulic fluid is used, the hydraulic oil has a small volume change due to compression, so that the response is good and the piston rod 112b can be stably expanded and contracted.
Moreover, since the structure which connected the1st rod 160 and the 2nd rod 162 with the hydraulic cylinder 164 is a simple structure, manufacturing cost is low and it is hard to break down.
また、第1ロッド160と第2ロッド162とを油圧シリンダ164で連結した構造は、簡易な構成であることから、製造コストが低く、かつ、故障しにくい。 In the above-described embodiment, the case where the variable portion is configured by the
Moreover, since the structure which connected the
また、上述した実施形態では、油圧制御部156は、運転モードに基づいて油圧を制御し、ピストンロッド112bの長さを伸縮させる場合について説明した。しかし、油圧制御部156は、例えば、燃焼室122内の圧力が高くなり過ぎた場合に、油圧を下げてピストンロッド112bを収縮してもよい。このような制御によれば、異常燃焼およびノッキングの発生やNOx量を抑制することが可能となる。
Further, in the above-described embodiment, the case where the hydraulic control unit 156 controls the hydraulic pressure based on the operation mode and expands / contracts the length of the piston rod 112b has been described. However, for example, when the pressure in the combustion chamber 122 becomes too high, the hydraulic control unit 156 may reduce the hydraulic pressure and contract the piston rod 112b. According to such control, it is possible to suppress the occurrence of abnormal combustion and knocking and the amount of NOx.
また、上述した実施形態において、油圧ポンプ158は、ピストン112に作動油を供給する専用のポンプである場合について説明した。しかし、油圧ポンプ158には、シリンダ110内において、ピストンヘッド112aの冷却のための冷却油を循環させるためのポンプを共用してもよい。この場合、油圧ポンプ158通常時は、シリンダ110内にピストンヘッド112aの冷却油を供給し、ピストンロッド112bの長さを伸縮させるときのみ、上述した実施形態のピストン112に作動油を供給する。こうして、ポンプの設置数を減らして、製造コストを低減することが可能となる。
In the above-described embodiment, the case where the hydraulic pump 158 is a dedicated pump that supplies hydraulic oil to the piston 112 has been described. However, the hydraulic pump 158 may share a pump for circulating cooling oil for cooling the piston head 112 a in the cylinder 110. In this case, during normal operation of the hydraulic pump 158, the cooling oil of the piston head 112a is supplied into the cylinder 110, and the hydraulic oil is supplied to the piston 112 of the above-described embodiment only when the length of the piston rod 112b is expanded and contracted. In this way, the number of installed pumps can be reduced, and the manufacturing cost can be reduced.
以上、添付図面を参照しながら本発明の好適な実施形態について説明したが、本発明はかかる実施形態に限定されないことは言うまでもない。当業者であれば、請求の範囲に記載された範疇において、各種の変更例または修正例に想到し得ることは明らかであり、それらについても当然に本発明の技術的範囲に属するものと了解される。
As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. The
本発明は、ピストンロッドにクロスヘッドが固定されたクロスヘッド型エンジンに利用することができる。
The present invention can be used for a crosshead engine in which a crosshead is fixed to a piston rod.
100 ユニフロー掃気式2サイクルエンジン(クロスヘッド型エンジン)
110 シリンダ
112 ピストン
112a ピストンヘッド
112b ピストンロッド
114 クロスヘッド
116 連結棒
118 クランクシャフト
152 燃料噴射制御部(制御部)
160 第1ロッド
162 第2ロッド
164 油圧シリンダ(可変部) 100 Uniflow scavenging type 2-cycle engine (crosshead type engine)
110Cylinder 112 Piston 112a Piston head 112b Piston rod 114 Crosshead 116 Connecting rod 118 Crankshaft 152 Fuel injection control unit (control unit)
1601st rod 162 2nd rod 164 Hydraulic cylinder (variable part)
110 シリンダ
112 ピストン
112a ピストンヘッド
112b ピストンロッド
114 クロスヘッド
116 連結棒
118 クランクシャフト
152 燃料噴射制御部(制御部)
160 第1ロッド
162 第2ロッド
164 油圧シリンダ(可変部) 100 Uniflow scavenging type 2-cycle engine (crosshead type engine)
110
160
Claims (4)
- シリンダと、
前記シリンダ内を摺動するピストンヘッドと、前記ピストンヘッドに一端が固定されたピストンロッドとを含んで構成され、前記シリンダ内を往復移動するピストンと、
前記ピストンロッドの他端側に固定され、前記ピストンと一体に往復移動するクロスヘッドと、
一端が前記クロスヘッドに支持される連結棒と、
前記連結棒に連結され、前記ピストンおよび前記クロスヘッドの往復移動に連動して回転するクランクシャフトと、を備え、
前記ピストンロッドが、前記一端側に配される第1ロッドと、前記他端側に配される第2ロッドと、前記第1ロッドと前記第2ロッドとを連結するとともに、内部に供給された作動流体の圧力によって、前記ピストンの往復移動方向の長さが可変となる可変部とを含むクロスヘッド型エンジン。 A cylinder,
A piston head that slides in the cylinder; and a piston rod that has one end fixed to the piston head; and a piston that reciprocates in the cylinder;
A crosshead fixed to the other end of the piston rod and reciprocating integrally with the piston;
A connecting rod having one end supported by the crosshead;
A crankshaft connected to the connecting rod and rotating in conjunction with the reciprocating movement of the piston and the crosshead,
The piston rod connects the first rod disposed on the one end side, the second rod disposed on the other end side, the first rod and the second rod, and is supplied to the inside. A crosshead type engine comprising: a variable portion whose length in the reciprocating direction of the piston is variable depending on the pressure of the working fluid. - 前記可変部が、作動油を前記作動流体とする油圧シリンダで構成される請求項1に記載のクロスヘッド型エンジン。 The crosshead engine according to claim 1, wherein the variable portion is configured by a hydraulic cylinder using hydraulic oil as the hydraulic fluid.
- 前記シリンダ内において燃焼させる燃料を、液体燃料と気体燃料とで切り換える制御部をさらに備える請求項1に記載のクロスヘッド型エンジン。 The crosshead engine according to claim 1, further comprising a control unit that switches between fuel to be burned in the cylinder between liquid fuel and gaseous fuel.
- 前記シリンダ内において燃焼させる燃料を、液体燃料と気体燃料とで切り換える制御部をさらに備える請求項2に記載のクロスヘッド型エンジン。 The crosshead type engine according to claim 2, further comprising a control unit that switches a fuel to be burned in the cylinder between a liquid fuel and a gaseous fuel.
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