ENGINE SERIES AND ENGINE
A series of engines with varying cylinder liners addresses the challenge of transitioning diesel engines to alternative fuels by optimizing cooling and deformation resistance, maintaining performance and compactness.
Patent Information
- Application Number
- DE102025102787
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-02-27
- Filing Date
- 2025-01-27
- Publication Date
- 2025-08-28
AI Technical Summary
Existing diesel engines designed for fossil fuels face challenges in efficiently transitioning to alternative, non-fossil fuels without compromising performance or power, requiring a re-construction of engine series for high-speed and medium-speed applications.
A series of engines with different cylinder liners, featuring varying bore diameters and reinforcement regions, allows for efficient operation with diverse fuels by optimizing cooling and deformation resistance, maintaining consistent cylinder spacing and bolt arrangements.
Enables efficient operation across different fuels by balancing cooling, dimensional stability, and compactness, ensuring consistent performance without deformation or power loss.
Smart Images
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Abstract
Description
[0001] The present invention relates to an engine series comprising engines and to an engine of such an engine series.
[0002] The trend toward more environmentally friendly drive concepts is currently leading to a shift away from fossil liquid fuels. This also applies to engines, which are typically diesel-powered.
[0003] Such compression-igniting diesel engines cannot simply be converted to alternative, non-fossil fuels, as these non-fossil fuels, as well as more environmentally friendly gaseous fuels of fossil origin, e.g. methane, can also be burned efficiently using more cost-effective spark ignition. With these spark-ignited combustion processes, such as the Otto cycle, lower pressures occur during combustion, and an increase in displacement is helpful to develop the same power. It may therefore be necessary to fundamentally redesign engine series in order to, for example, cover the spectrum of high-speed and medium-speed large engines for operation with some of the intended non-fossil fuels without having to accept any, or possibly only a slight, loss of power.
[0004] The aim is to specify an engine series that enables the efficient provision of various engines. Furthermore, an engine of such an engine series is to be specified. This is achieved with the features of the independent claims. Further aspects of the invention emerge from the dependent claims and the following description.
[0005] According to the invention, an engine series is provided, comprising engines, comprising a first engine having cylinders with a first bore diameter, wherein each cylinder of the first engine has a cylinder liner, and wherein the respective cylinder liner has a region, such as a circumferential collar or the like, on which the screwing forces of cylinder head bolts act, with a second engine having cylinders with a second bore diameter, wherein each cylinder of the second engine has a cylinder liner, and wherein the respective cylinder liner has a region, such as a reinforced wall section or the like, on which the screwing forces of cylinder head bolts act, wherein a respective region of a respective cylinder liner of the first engine has a lower height than a respective region of a respective cylinder liner of the second engine,wherein the first bore diameter is smaller than the second bore diameter and wherein the cylinder spacing of the first engine is identical to the cylinder spacing of the second engine.,
[0006] In particular, the flow of cylinder head bolt forces in the case of the cylinder liner of the first engine, which may be referred to as a "top-stop" liner, passes through a region of lower height, in contrast to the cylinder liner of the second engine, which may also be referred to as a "mid-stop" liner.
[0007] The use of different cylinder liners within the same engine series makes it possible to provide different bore diameters and thus different displacements without having to change the cylinder spacing.
[0008] Cylinder liners of the first engine, for example, offer advantages in terms of the transmission of bolting forces for the cylinder head-cylinder liner assembly into the cylinder crankcase, ensuring, for example, that the cylinder liner is not excessively deformed by the acting forces. In particular, the bolting forces are transmitted directly through the collar of the cylinder liner into the cylinder crankcase, and the cylinder barrel, i.e., the running surface of the cylinder liner for the piston, is not deformed.
[0009] A respective cylinder liner of the first and / or second engine may rest directly on a crankcase or a component may be arranged between the respective cylinder liner and the crankcase, such as a ring or the like.
[0010] This allows the cylinder liner to be kept relatively thin in the combustion chamber area, where the highest temperatures occur on this component during engine operation. A disadvantage is that the area absorbing the bolt forces may not be directly cooled. Therefore, the cooling water flow is diverted around the cylinder liner collar and transferred to the cylinder head via a separate cooling water overflow.
[0011] Cylinder liners of the second engine, for example, offer the advantage that the bolt-bearing area of the cylinder liner can be cooled directly, with the cooling water flowing directly into the cylinder head, thereby achieving a compact overall design. A disadvantage is that a possible direct introduction of bolting forces can lead to deformation of the cylinder liner, which must be kept within specified limits. The bolt-bearing area of the cylinder liner of the second engine forms, in particular, a sectionally reinforced wall of the cylinder liner.
[0012] According to the invention, within one and the same engine series, the cylinder liner is selected for a given engine that offers the best compromise between cooling, dimensional stability, and compactness for the respective bore diameter, in the context of the thermal loads encountered, which primarily depends on the achieved power density. The achieved power density, in turn, depends, among other things, on the combustion process used and, correlated with this, on the fuel used. In the future, engines will be developed and offered for several different fuels simultaneously, so that ultimately, different optimization approaches will be pursued within a series.
[0013] It may be provided that the arrangement of cylinder head bolts per cylinder of the first engine is the same as the arrangement of cylinder head bolts per cylinder of the second engine.
[0014] In particular, it can be provided that the cylinder head bolts for each cylinder of the first engine have first distances from one another in the length and width directions and that the cylinder head bolts for each cylinder of the second engine have second distances from one another in the length and width directions, wherein the respective first distances in the length direction are equal to the respective second distances in the length direction and wherein the respective first distances in the width direction are equal to the second distances in the width direction.
[0015] Each cylinder of the first engine can be assigned a single, separate cylinder head.
[0016] Each cylinder of the second engine can be assigned a single, separate cylinder head.
[0017] A cooling channel penetrating the cylinder crankcase of the first engine can have a distance from the respective area of the respective cylinder liner loaded by the screwing forces of the cylinder head bolts, so that there is no contact between a cooling medium of the cooling channel and the respective area loaded by the screwing forces of the cylinder head bolts, and a cooling channel penetrating the cylinder crankcase of the second engine can, at least in sections, have no distance from the respective area of the respective cylinder liner loaded by the screwing forces of the cylinder head bolts, so that there is contact between a cooling medium of the cooling channel and the respective area loaded by the screwing forces of the cylinder head bolts.
[0018] It can be provided that the first large engine has a diffusive combustion process, such as the diesel process, and that the second large engine has a premixed combustion process, such as the Otto process.
[0019] Furthermore, the invention relates to an engine, wherein the engine is a first engine or a second engine according to the engine series according to the invention.
[0020] Characteristics that indicate that both engines belong to the same engine series are, for example, that other mechanical components of the first and second engine, such as the crankshaft, the valve train, the oil and cooling water system, the oil pan, the gear drive, the arrangement of the turbochargers and intercoolers, remain unchanged.
[0021] The respective cylinder crankcase is also based on the same blank and may only be machined differently in the area of the cylinder liner due to the larger piston bore and the flow geometry of the cooling water in the area of the cylinder liner.
[0022] The invention is described in more detail below with reference to a drawing illustrating exemplary embodiments. The drawings schematically show: Fig. 1 a cylinder with a cylinder head of a first engine; Fig. 2 a cylinder with a cylinder head of a second engine; Fig. 3 the first engine in a plan view; Fig. 4 the second engine in a top view.
[0023] The Fig. 3 and Fig. 4 show an engine series, where Fig. 3 shows a first engine 2 of the engine series and Fig. 4 shows a second engine 4 of the engine series.
[0024] To illustrate the differences between the first engine 2 and the second engine 4, with reference to the Fig. 1 and Fig. 2 initially, as an example, a cylinder 6 of the first engine 2 ( Fig. 1) and a cylinder 8 of the second engine 6 ( Fig. 2).
[0025] Fig. 1 shows a cylinder 6 of the first engine 2. The cylinder 6 has a first bore diameter A. The cylinder 6 of the first engine 2 has a cylinder liner 10. A piston 12 is guided within the cylinder liner 10 and is coupled in a known manner to a crank mechanism (not shown).
[0026] The cylinder liner 10 has an area 14 which is loaded by the screwing forces of the cylinder head bolts and which is a circumferential collar 14 and which rests on a cylinder crankcase 16 of the first engine 2.
[0027] Fig. 2 shows a cylinder 18 of the second engine 4. The cylinder 18 has a second bore diameter B. The cylinder 18 of the second engine 4 has a cylinder liner 20. A piston 22 is guided within the cylinder liner 20 and is coupled in a known manner to a crank mechanism (not shown).
[0028] The cylinder liner 20 has an area 24 which is loaded by the screwing forces of the cylinder head bolts and which is a locally reinforced wall and which rests on a cylinder crankcase 26 of the second engine 4.
[0029] The region 14 of the cylinder liner 10 of the first engine 2 has a collar thickness H1 which is less than a collar thickness H2 of the region 24 of the cylinder liner 20 of the second engine 4.
[0030] Engines 2 and 4 differ in terms of cooling.
[0031] A cooling channel 28 penetrating the cylinder crankcase 16 of the first engine 2 is spaced apart from the circumferential collar 14 of the cylinder liner 10 and is routed around this collar 14, so that there is no contact between a cooling medium of the cooling channel 28 and the circumferential collar 14. The collar 14 is therefore not directly cooled.
[0032] In contrast, a cooling channel 30 penetrating the cylinder crankcase 26 of the second engine 4 is at least partially spaced from the region 24 of the cylinder liner 20, so that contact exists between a cooling medium of the cooling channel 30 and the region 24. The region 24 is therefore immediately or directly cooled.
[0033] Each cylinder 6 of the first engine 2 is assigned a single, separate cylinder head 32.
[0034] Each cylinder 18 of the second engine 4 is assigned a single, separate cylinder head 34.
[0035] How Fig. 3 and Fig. 4, a cylinder distance Z of the first engine 2 is identical to a cylinder distance Z of the second engine 4.
[0036] The arrangement of cylinder head bolts 36 per cylinder 6 of the first engine 2 is the same as the arrangement of cylinder head bolts 38 per cylinder 18 of the second engine 4.
[0037] The cylinder head bolts 36 for each cylinder 6 of the first engine 2 have first distances L1, B1 from one another in the length and width directions.
[0038] The cylinder head bolts 38 for each cylinder 18 of the second engine 4 have second distances L2, B2 in the length and width directions from each other.
[0039] The respective first distances L1 in the length direction are equal to the respective second distances L2 in the length direction. The respective first distances B1 in the width direction are equal to the second distances B2 in the width direction.
Claims
[1] Engine series, comprising engines, - with a first motor (2), - the cylinder (6) has a first bore diameter (A), - wherein each cylinder (6) of the first engine (2) has a cylinder liner (10) and - wherein the respective cylinder liner (10) has a region (14), such as a circumferential collar (14) or the like, on which the screwing forces of cylinder head screws (36) act, - with a second motor (4), - the cylinder (18) has a second bore diameter (B), - wherein each cylinder (18) of the second engine (4) has a cylinder liner (20) and - wherein the respective cylinder liner (20) has a region (24), such as a reinforced wall section or the like, on which the screwing forces of cylinder head screws (38) act, - wherein a respective region (14) of a respective cylinder liner (10) of the first engine (2) has a lower height (H1) than a respective region (24) of a respective cylinder liner (20) of the second engine (4), - wherein the first bore diameter (A) is smaller than the second bore diameter (B) and - wherein the cylinder spacing (Z) of the first engine (2) is identical to the cylinder spacing (Z) of the second engine (4). [2] Engine series according to claim 1, characterized bythat the arrangement of cylinder head screws (36) per cylinder (6) of the first engine (2) is the same as the arrangement of cylinder head screws (38) per cylinder (18) of the second engine (4), in particular that the cylinder head screws (36) per cylinder (6) of the first engine (4) have first distances (B1, L1) from one another in the length and width directions and that the cylinder head screws (38) per cylinder (18) of the second engine (2) have second distances (B2, L2) from one another in the length and width directions, wherein the respective first distances (L1) in the length direction are equal to the respective second distances (L2) in the length direction and wherein the respective first distances (B1) in the width direction are equal to the second distances (B2) in the width direction. [3] Engine series according to claim 1 or claim 2, characterized by , that - each cylinder (6) of the first engine (2) is assigned a single, separate cylinder head (32) and / or - each cylinder (18) of the second engine (4) is assigned a single, separate cylinder head (34). [4] Engine series according to one of the preceding claims, characterized by , that - a cooling channel (28) penetrating the cylinder crankcase (16) of the first engine (2) is spaced apart from the respective circumferential region (14) of the respective cylinder liner (10), so that there is no contact between a cooling medium of the cooling channel (28) and the respective circumferential collar (14), and - a cooling channel (30) penetrating the cylinder crankcase (26) of the second engine (4) has at least in sections no distance from the respective circumferential region (24) of the respective cylinder liner (20), so that there is contact between a cooling medium of the cooling channel (30) and the respective circumferential collar (24). [5] Engine, wherein the engine is a first engine (2) or a second engine (4) according to the engine series according to one of the preceding claims 1-4.