Crankshaft, internal combustion engine and control device

Abstract

A crankshaft having ten crank webs (K1-K10), wherein the crank webs (K1-K10) are consecutively numbered in ascending order from K1 to K10 along a longitudinal extension (L) of the crankshaft (2) from a clutch side (4), and wherein the crank webs (K1-K10) form a crank arrangement, wherein the crank webs (K1-K10) have the following order in a clockwise direction when viewed on the crank arrangement from the clutch side: K1, K9, K6, K3, K4, K10, K2, K5, K8, K7.

Description

Background Technology

[0001] A four-stroke internal combustion engine with a V configuration and 20 cylinders is known from document WO2018 / 138007A1. Summary of the Invention

[0002] The present invention relates to a crankshaft having ten cranks, wherein the cranks are sequentially numbered in ascending order from K1 to K10 along the longitudinal extension of the crankshaft starting from the clutch side, and wherein the cranks are staggered in angular positions to form a so-called crank arrangement diagram.

[0003] Viewed clockwise from the clutch side, the crankshaft cranks in the crank arrangement diagram have one of the following sequences: K1, K9, K6, K3, K4, K10, K2, K5, K8, K7 or K1, K7, K8, K5, K2, K10, K4, K3, K6, K9. By employing a suitable firing order, the crankshaft achieves reduced fifth-order vibration excitation during operation of a 20-cylinder V-configuration four-stroke internal combustion engine.

[0004] The crank arrangement diagram can be cyclically symmetrical about the longitudinal axis of the crankshaft. That is, the crank arrangement diagram can be mapped onto itself by rotation about the longitudinal axis. The crank arrangement diagram can, for example, have a constant angular increment of 36°. This results in favorable dynamic characteristics during operation. There may be a deviation of + / - 4° from the ideal 36° angle in the crank position.

[0005] The crankshaft cranks are arranged non-mirror-symmetrically about a central plane oriented perpendicular to the longitudinal axis. This achieves reduced fifth-order vibration excitation when running a V-configuration four-stroke internal combustion engine with 20 cylinders, through a suitable firing order.

[0006] The present invention also relates to an internal combustion engine, wherein the internal combustion engine is a V-configuration four-stroke internal combustion engine having 20 cylinders, having a crankshaft according to the invention, wherein two cylinders are respectively coupled to the crankshaft crank, such that, when the cylinders are numbered according to ISO 1204, the following associations arise between the crankshaft crank and the cylinders: cylinders A1 and B1 are associated with crankshaft crank K1, cylinders A2 and B2 are associated with crankshaft crank K2, cylinders A3 and B3 are associated with crankshaft crank K3, cylinders A4 and B4 are associated with crankshaft crank K4, cylinders A5 and B5 are associated with crankshaft crank K5, cylinders A6 and B6 are associated with crankshaft crank K6, cylinders A7 and B7 are associated with crankshaft crank K7, cylinders A8 and B8 are associated with crankshaft crank K8, cylinders A9 and B9 are associated with crankshaft crank K9, and cylinders A10 and B10 are associated with crankshaft crank K10.

[0007] According to a design scheme for an internal combustion engine, the crankshaft cranks, arranged clockwise from the clutch side on the crankshaft layout diagram, are in the following order: K1, K9, K6, K3, K4, K10, K2, K5, K8, K7. During engine operation, with cylinder numbering according to ISO 1204, one of the following firing orders is executed: A1-B (viewed from the clutch side, counterclockwise, for the direction of engine rotation). 6-B3-A3-B10-A10-A2-B8-A8-B1-B9-A9-A6-B4-A4-B2-B5-A5-B7-A7; or for the rotation direction of the internal combustion engine, viewed from the clutch side, clockwise: A1-A7-B7-A5-B5-B2-A4-B4-A6-A9-B9-B1-A8-B8-A2-A10-B10-A3-B3-B6.

[0008] According to another design scheme for the internal combustion engine, the crankshaft cranks, arranged clockwise from the clutch side on the crankshaft layout diagram, are in the following order: K1, K7, K8, K5, K2, K10, K4, K3, K6, K9. Furthermore, when the internal combustion engine is running, with cylinder numbering according to ISO 1204, one of the following firing orders is executed: Looking counterclockwise from the clutch side, for the direction of rotation of the internal combustion engine: A1-B 8-A8-B2-B10-A10-B3-A3-A6-B1-B7-A7-B5-A5-A2-B4-A4-B6-B9-A9; or, for the rotation direction of the internal combustion engine, viewed from the clutch side, clockwise: A1-A9-B9-B6-A4-B4-A2-A5-B5-A7-B7-B1-A6-A3-B3-A10-B10-B2-A8-B8.

[0009] The present invention also relates to a control device for an internal combustion engine having 20 cylinders, wherein the control device is configured to execute one or more of the following firing sequences, when the cylinders are numbered according to ISO 1204: A1-B6-B3-A3-B10, A10-A2-B8-A8-B1-B9-A9-A6-B4-A4-B2-B5-A5-B7-A7; A1-A7-B7-A5-B5-B2-A4-B4-A 6-A9-B9-B1-A8-B8-A2-A10-B10-A3-B3-B6; A1-B8-A8-B2-B10-A10-B3-A3-A6-B1-B7-A7-B5-A5 -A2-B4-A4-B6-B9-A9;A1-A9-B9-B6-A4-B4-A2-A5-B5-A7-B7-B1-A6-A3-B3-A10-B10-B2-A8-B8.

[0010] The control device can be an electronic control device.

[0011] The control device can be a mechanical control device.

[0012] A 20-cylinder V-configuration four-stroke internal combustion engine has a crankshaft that is not mirror-symmetric (semi-symmetric) with respect to its central plane. This results in 362,880 possible crankshaft layouts for a 20-cylinder V-configuration four-stroke internal combustion engine, and for each crankshaft layout, 524,288 possible firing orders. This combination of crankshaft geometry and associated firing order represents a trade-off between dynamic operating performance, bearing load, thermodynamic performance, and engine weight—with the primary goal of reducing fifth-order vibrational excitation during engine operation.

[0013] The control device according to the invention can be associated with each of the aforementioned internal combustion engines.

[0014] Each of the aforementioned internal combustion engines can be, for example, a diesel engine or a gasoline engine.

[0015] Each of the aforementioned internal combustion engines can have at least 2dm 3 Especially those larger than 8dm 3 And further less than 40dm 3 Especially less than 20dm 3 Or, for example, 15dm 3 Displacement per cylinder.

[0016] Each of the aforementioned internal combustion engines is capable of having, for example, an effective average pressure in the cylinder during operation, said average pressure being greater than 2 MPa, particularly greater than 2.5 MPa, and further particularly less than 4.0 MPa, particularly less than 3.5 MPa, or for example 3.0 MPa.

[0017] Each of the aforementioned internal combustion engines is capable of having, for example, a peak pressure in the cylinder during operation, said peak pressure being greater than 15 MPa, particularly greater than 20 MPa, and further particularly less than 45 MPa, particularly less than 35 MPa, or for example 25 MPa.

[0018] Each of the aforementioned internal combustion engines can have a damping element for attenuating torsional vibration.

[0019] Each of the aforementioned internal combustion engines is capable of having a counterweight to compensate for crankshaft imbalance.

[0020] Each of the aforementioned internal combustion engines can have a compensation hole in the crankshaft to compensate for crankshaft imbalance. Attached Figure Description

[0021] The invention will now be described in detail with reference to the accompanying drawings illustrating embodiments. The following figures are shown schematically:

[0022] Figure 1A A first crankshaft according to the invention is shown in a side view;

[0023] Figure 1B Show Figure 1A The crank arrangement diagram of the first crankshaft according to the present invention.

[0024] Figure 1C The cylinder association according to ISO 1204 is shown in the top view. Figure 1A The first crankshaft according to the present invention;

[0025] Figure 2 A first internal combustion engine according to the present invention is shown;

[0026] Figure 3A A second crankshaft according to the invention is shown in the side view;

[0027] Figure 3B Show Figure 3A The crank arrangement diagram of the second crankshaft according to the present invention;

[0028] Figure 3C The cylinder association according to ISO 1204 is shown in the top view. Figure 3A The second crankshaft according to the present invention;

[0029] Figure 4 A second internal combustion engine according to the present invention is shown. Detailed Implementation

[0030] Figure 1A A crankshaft 2 with ten cranks K1-K10 is shown. Starting from the clutch side 4 of the crankshaft 2, the cranks K1-K10 are numbered sequentially from K1 to K10 along the longitudinal extension of the crankshaft 2.

[0031] Crankshaft and cranks K1-K10 form a crank arrangement diagram (Kurbelstern) 6 ( Figure 1B The crankshaft cranks K1-K10, viewed clockwise from the clutch side 4 on crankshaft arrangement diagram 6, have the following sequence: K1, K9, K6, K3, K4, K10, K2, K5, K8, K7. According to... Figure 1B In the view shown in crank arrangement diagram 6, the crankshafts and cranks arranged sequentially or adjacently to each other form an angle of 36° with each other. Therefore, crank arrangement diagram 6 has a constant angular division (Winkelteilung). It goes without saying that in... Figure 1B In the view of crank arrangement diagram 6, the crankshafts and cranks arranged successively or adjacent to each other in the longitudinal direction ( Figure 1A , 1CThe observations do not necessarily have to be adjacent to each other, or the observations in the longitudinal direction should be of crankshafts and cranks that are different from those preset in the crankshaft layout diagram.

[0032] In addition, cylinder bank A and cylinder bank B are... Figure 1C The diagram illustrates the completed installation state of crankshaft 2 in a V-type engine when the cylinder bank angle V is greater than 36° and less than 72°.

[0033] The crank arrangement diagram 6 is cyclically symmetrical and can be mapped onto itself by rotating 36° or by an integer multiple of 36°. According to other variations of the invention, the crankshaft crank position can deviate from the ideal angle of 36° by + / - 4°.

[0034] The crankshaft cranks K1-K10 are arranged non-mirror-symmetrically with respect to the center plane 10 oriented perpendicular to the longitudinal axis 8. Therefore, the crankshaft 2 can be described as semi-symmetric.

[0035] The longitudinal axis 8 of crankshaft 2, or the axis 8 of the longitudinal extension of crankshaft 2, is arranged to be collinear with the x-axis of the Cartesian coordinate system xyz. The longitudinal axis 8 is the rotation axis 8 of crankshaft 2. Therefore, the center plane 10 is arranged parallel to the yz plane of the Cartesian coordinate system xyz.

[0036] To better understand the completed installation state, in addition to crankshaft 2, in Figure 1C In addition to numbering according to ISO 1204, cylinder banks A and B are also drawn.

[0037] Figure 2 Internal combustion engine 12 is shown. Internal combustion engine 12 is a four-stroke internal combustion engine with a V configuration and 20 cylinders A1-A10 and B1-B10. Cylinders A1-A10 and B1-B10 correspond to... Figure 1B According to ISO 1204 number.

[0038] The internal combustion engine 12 has a crankshaft 2. The crankshaft 2 is coupled to a clutch element 14 in the region of its clutch side 4. The crankshaft 2 is coupled to a damping element 18 in the region of its free side 16 away from the clutch side 4.

[0039] Each of the two cylinders of the internal combustion engine 12 is coupled to one of the crankshaft cranks K1-K10. In other words, one cylinder of each cylinder bank A and one cylinder of each cylinder bank B are attached to each crankshaft crank K1-K10.

[0040] Therefore, when cylinders A1-A10 of cylinder bank A and cylinders B1-B10 of cylinder bank B are numbered according to ISO 1204, the following relationships arise between the crankshaft cranks K1-K10 and the cylinders: cylinders A1 and B1 are associated with crankshaft crank K1, cylinders A2 and B2 are associated with crankshaft crank K2, cylinders A3 and B3 are associated with crankshaft crank K3, cylinders A4 and B4 are associated with crankshaft crank K4, cylinders A5 and B5 are associated with crankshaft crank K5, cylinders A6 and B6 are associated with crankshaft crank K6, cylinders A7 and B7 are associated with crankshaft crank K7, cylinders A8 and B8 are associated with crankshaft crank K8, cylinders A9 and B9 are associated with crankshaft crank K9, and cylinders A10 and B10 are associated with crankshaft crank K10.

[0041] The control device 20 is associated with the internal combustion engine 12. When the internal combustion engine 12 is running, the control device executes one of the following firing sequences: with respect to the rotation direction of the internal combustion engine 12, viewed from the clutch side 4, in a counterclockwise direction: A1-B6-B3-A3-B10-A10-A2-B8-A8-B1-B9-A9-A6-B4-A4-B2-B5-A5-B7-A7; or with respect to the rotation direction of the internal combustion engine 12, viewed from the clutch side 4, in a clockwise direction: A1-A7-B7-A5-B5-B2-A4-B4-A6-A9-B9-B1-A8-B8-A2-A10-B10-A3-B3-B6.

[0042] The basis shown here Figure 1C and 2 In the example of crankshaft 2, the cylinder bank misalignment is chosen such that cylinder B1 of cylinder bank B is closer to clutch element 14, such as the flywheel, than cylinder A1 of cylinder bank B. An alternative design could be proposed where the cylinder bank misalignment is chosen such that cylinder A1 of cylinder bank A is closer to clutch element 14 than cylinder B1 of cylinder bank B. An alternative design could also be proposed where the cylinder bank misalignment does not exist, such that cylinders A1 and B1 are in the same plane. This could be achieved, for example, by a hinged connecting rod or a fork-shaped connecting rod.

[0043] Figure 3A Another crankshaft 22 is shown, wherein only the differences from the previously described embodiment are discussed below, and the same feature assignments are given by the same reference numerals. Crankshaft 22 differs from crankshaft 2 in that the crankshaft cranks K1-K10 are arranged in a mirror image with respect to the xz plane, as shown in... Figure 3B and Figure 3C As shown in the diagram.

[0044] Crankshaft and cranks K1-K10 form crank arrangement diagram 24 ( Figure 3BFurthermore, when viewed from the clutch side 4 on crank arrangement diagram 24, the following sequence is observed clockwise: K1, K7, K8, K5, K2, K10, K4, K3, K6, K9.

[0045] Figure 4 Another internal combustion engine 26 is shown, wherein only the differences from the previously described embodiments are discussed below, and the same features are assigned the same reference numerals. The difference between internal combustion engine 26 and internal combustion engine 12 is essentially in the crankshaft 22.

[0046] Furthermore, the internal combustion engine 26 is associated with a control device 28, which executes one of the following firing sequences when the internal combustion engine 26 is running: A1-B8-A8-B2-B10-A10-B3-A3-A6-B1-B7-A7-B5-A5-A2-B4-A4-B6-B9-A9, viewed from the clutch side 4, counterclockwise, for the rotational direction of the internal combustion engine 26; or A1-A9-B9-B6-A4-B4-A2-A5-B5-A7-B7-B1-A6-A3-B3-A10-B10-B2-A8-B8, viewed from the clutch side 4, clockwise.

[0047] The basis shown here Figure 3C and Figure 4 In the example of crankshaft 22, the cylinder banks A and B are misaligned such that cylinder B1 of cylinder bank B is closer to clutch element 14, such as the flywheel, than cylinder A1 of cylinder bank B. An alternative design could be proposed where the cylinder banks A and B are misaligned such that cylinder A1 of cylinder bank A is closer to clutch element 14 than cylinder B1 of cylinder bank B. An alternative design could also be proposed where the cylinder banks A and B are not misaligned, such that cylinders A1 and B1 are in the same plane. This could be achieved, for example, by a hinged connecting rod or a fork-shaped connecting rod.

[0048] It should be understood that all the above numbers can also be described according to DIN73021, SAE J824 or any other standard regarding cylinder numbers.

[0049] Due to the geometry of crankshafts 2 and 22 and their respective associated firing orders, the aforementioned internal combustion engines 12 and 26 exhibit particularly reduced axial fifth-order vibration excitation. Therefore, engine vibration caused by fifth-order crankshaft excitation can be reduced. Furthermore, with crankshafts 2 and 22, mass balance can be achieved through a reduced number of counterweights, minimizing external mass forces. Compared to a symmetrical crankshaft arrangement, the impact on main bearing forces can be considered minimal. Moreover, the associated firing order has no negative impact on the thermodynamics of internal combustion engines 12 and 26.

Claims

1. A crankshaft, - Features ten crankshafts, K1-K10. - The crankshaft cranks K1-K10 are consecutively numbered in ascending order from K1 to K10 along the longitudinal extension (L) of the crankshaft (2, 22) starting from the clutch side (4), and - The crankshafts and cranks K1-K10 form the crank arrangement diagram (6, 24). Its features are, - The crankshaft cranks K1-K10, viewed from the clutch side (4) in the crank arrangement diagram (6, 24), have one of the following orders in a clockwise direction: K1, K9, K6, K3, K4, K10, K2, K5, K8, K7, or K1, K7, K8, K5, K2, K10, K4, K3, K6, K9.

2. The crankshaft according to claim 1, Its features are, - The crank arrangement diagram (6, 24) is cyclically symmetrical with respect to the longitudinal axis (8) of the crankshaft (2, 22).

3. The crankshaft according to claim 2, Its features are, - The crank arrangement diagram has a constant angular division of 36°, or - The crank arrangement diagram has an angular division selected from the range of 36° + / - 4°.

4. The crankshaft according to any one of claims 1 to 3, Its features are, - The crankshaft cranks K1-K10 are arranged non-mirror symmetrically with respect to the center plane (10) oriented perpendicular to the longitudinal axis (8).

5. An internal combustion engine, - The internal combustion engines (12, 26) mentioned therein are V-configuration four-stroke internal combustion engines with 20 cylinders A1-A10, B1-B10. - A crankshaft (2, 22) having any one of claims 1 to 4 - Two cylinders each, A1-A10 and B1-B10, are coupled to crankshaft cranks K1-K10 such that, when cylinders A1-A10 and B1-B10 are numbered according to ISO 1204, the following relationship is established between crankshaft cranks K1-K10 and cylinders A1-A10 and B1-B10: - Cylinders A1 and B1 are associated with crankshaft crank K1. - Cylinders A2 and B2 are associated with crankshaft crank K2. - Cylinders A3 and B3 are associated with crankshaft crank K3. - Cylinders A4 and B4 are associated with crankshaft crank K4. - Cylinders A5 and B5 are associated with crankshaft crank K5. - Cylinders A6 and B6 are associated with crankshaft crank K6. - Cylinders A7 and B7 are associated with crankshaft crank K7. - Cylinders A8 and B8 are associated with crankshaft crank K8. - Cylinders A9 and B9 are associated with crankshaft crank K9. - Cylinders A10 and B10 are associated with crankshaft crank K10.

6. The internal combustion engine according to claim 5, Its features are, - The crankshaft cranks K1-K10, viewed from the clutch side (4) on the crankshaft arrangement diagram (6), are in the following order in a clockwise direction: K1, K9, K6, K3, K4, K10, K2, K5, K8, K7 and - When the internal combustion engine (12) is running, one of the following firing sequences shall be performed, provided that the cylinders A1-A10 and B1-B10 are numbered according to ISO 1204: - Regarding the rotation direction of the internal combustion engine (12), it is observed from the clutch side (4) in a counterclockwise direction: A1-B6-B3-A3-B10-A10-A2-B8-A8-B1-B9-A9-A6-B4-A4-B2-B5-A5-B7-A7; or Regarding the rotation direction of the internal combustion engine (12), viewed from the clutch side (4) in a clockwise direction: A1-A7-B7-A5-B5-B2-A4-B4-A6-A9-B9-B1-A8-B8-A2-A10-B10-A3-B3-B6.

7. The internal combustion engine according to claim 5, Its features are, - The crankshaft cranks K1-K10, viewed clockwise from the clutch side (4) on the crankshaft arrangement diagram (24), have the following order: K1, K7, K8, K5, K2, K10, K4, K3, K6, K9, and - When the internal combustion engine (26) is running, one of the following firing sequences shall be performed, provided that the cylinders A1-A10 and B1-B10 are numbered according to ISO 1204: - Regarding the rotation direction of the internal combustion engine (26), it is observed from the clutch side (4) in a counterclockwise direction: A1-B8-A8-B2-B10-A10-B3-A3-A6-B1-B7-A7-B5-A5-A2-B4-A4-B6-B9-A9; or - Regarding the rotation direction of the internal combustion engine (26), it is observed clockwise from the clutch side (4): A1-A9-B9-B6-A4-B4-A2-A5-B5-A7-B7-B1-A6-A3-B3-A10-B10-B2-A8-B8.

8. A control device for an internal combustion engine (12, 26) having 20 cylinders A1-A10, B1-B10, wherein the control device (20, 28) is configured to execute one or more of the following firing sequences when the cylinders A1-A10, B1-B10 are numbered according to ISO 1204: A1-B6-B3-A3-B10-A10-A2-B8-A8-B1-B9-A9-A6-B4-A4-B2-B5-A5-B7-A7; A1-A7-B7-A5-B5-B2-A4-B4-A6-A9-B9-B1-A8-B8-A2-A10-B10-A3-B3-B6; A1-B8-A8-B2-B10-A10-B3-A3-A6-B1-B7-A7-B5-A5-A2-B4-A4-B6-B9-A9; A1-A9-B9-B6-A4-B4-A2-A5-B5-A7-B7-B1-A6-A3-B3-A10-B10-B2-A8-B8.

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