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EP2376756A1 - Piston engine cooling assembly - Google Patents

Piston engine cooling assembly

Info

Publication number
EP2376756A1
EP2376756A1 EP09806176A EP09806176A EP2376756A1 EP 2376756 A1 EP2376756 A1 EP 2376756A1 EP 09806176 A EP09806176 A EP 09806176A EP 09806176 A EP09806176 A EP 09806176A EP 2376756 A1 EP2376756 A1 EP 2376756A1
Authority
EP
European Patent Office
Prior art keywords
pressure
low
charge air
engine
bracket
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09806176A
Other languages
German (de)
French (fr)
Inventor
Andreas Hjort
Tero Raikio
Tomi Raunio
Ville Tuominen
Klaus Widjeskog
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wartsila Finland Oy
Original Assignee
Wartsila Finland Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wartsila Finland Oy filed Critical Wartsila Finland Oy
Publication of EP2376756A1 publication Critical patent/EP2376756A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/02—Pressure lubrication using lubricating pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • F01M2011/021—Arrangements of lubricant conduits for lubricating auxiliaries, e.g. pumps or turbo chargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/04—Arrangements of liquid pipes or hoses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/02—Intercooler
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a turbocharged piston engine according to the preamble of claim 1.
  • turbocharged piston engines which are utilised in power plants and as main and auxiliary engines in vessels
  • the charging can be performed in two stages, i.e. first in a low-pressure charger and then in a high-pressure charger.
  • Charge air is cooled between the charging stages and after the high-pressure charger before leading it to the engine cylinders.
  • the turbochargers and the charge air coolers are large in size and therefore, it is difficult to adapt them in conjunction with the engine. Since there is not much space on top of the engine, the turbochargers and air coolers are usually carried by a bracket mounted onto the end of the engine block.
  • the turbochargers and air coolers with their connecting channels are heavy, whereby there is a massive load resting on the bracket and the centre of mass is located far away from the engine block. This causes e.g. vibration, isolation, sound and sealing problems.
  • the mounting surface area between the bracket and the engine block is often quite small, whereby no large masses are allowed to be placed on the bracket.
  • the pumps for cooling liquid are adapted at the end of the engine block, which makes it even more difficult to place the components in optimal positions. Similar problems also occur in conjunction with piston engines with one stage of charging.
  • An object of the present invention is to provide a solution, by which the above- described problems can be decreased.
  • a turbocharged piston engine comprises an engine block, a bracket mounted on the engine block and at least one coolant pump for circulating cooling liquid in a cooling circuit of the engine.
  • the bracket comprises an air casing for pressurised charge air, in which air casing a charge air cooler is arranged. Further, the bracket comprises a pump module, in which the coolant pump is arranged.
  • both the charge air cooler and the pump module are adapted in or integrated with the bracket, the pump module does not require a separate mounting point in the engine block, whereby a larger mounting surface for the bracket is obtained.
  • the cooler and the pump module may be located close to each other, whereby the piping between them is short, which reduces the mass to be placed on the bracket.
  • Figure 1 is a schematic view of a piston engine with two stages of turbocharging
  • Figure 2 shows the piston engine according to Figure 1, onto the engine block of which a bracket is mounted.
  • Figure 3 depicts a side view of the piston engine according to Figure 2
  • Figure 4 depicts the bracket according to Figures 2 and 3 seen from above.
  • FIG. 1 is a schematic view of a piston engine 1 with two stages of turbocharging.
  • the engine 1 is a large piston engine, which is used for instance as a main and as an auxiliary engine in vessels and in power plants.
  • the engine 1 comprises an inlet channel 2 for conveying combustion air to cylinders 10 and an exhaust channel 17 for removing exhaust gas from the cylinders 10.
  • the engine 1 is provided with a low- pressure turbocharger 3, which comprises a low-pressure compressor 4 and a low- pressure turbine 5.
  • the engine 1 is provided with a high-pressure turbocharger 6, which comprises a high-pressure compressor 7 and a high-pressure turbine 8.
  • the section of the inlet channel 2 between the low-pressure compressor 4 and the high-pressure compressor 7 is provided with a cooler 9 for low-pressure charge air (LP cooler).
  • the engine 1 comprises a charge air receiver 26, in which the charge air pressurised with the high-pressure compressor 7 is stored.
  • the section of the inlet channel 2 between the high-pressure compressor 7 and the charge air receiver 26 for charge air is provided with a cooler 11 for high-pressure charge air (HP cooler).
  • the HP and LP coolers are connected to a low-temperature cooling circuit 39, in which low-temperature cooling liquid is circulated by a low-temperature pump 12.
  • the LP cooler 9 is located before the HP cooler 11 in the flow direction of the cooling liquid.
  • a lubricating oil cooler 16 may also be connected to the low- temperature cooling circuit, by which cooler the lubricating oil of the engine is cooled.
  • the lubricating oil cooler 16 is located after the HP cooler 11 in the flow direction of the cooling liquid.
  • the engine comprises also a high-temperature cooling circuit 40 for cooling the engine block 15. High-temperature cooling liquid is circulated in the high-temperature cooling circuit by a high-temperature pump 13.
  • the engine 1 comprises a lubricating oil pump 56, by which lubricating oil is circulated in the lubricating circuit 57 of the engine.
  • the exhaust channel 17 is connected to the inlet channel 2 by means of a by-pass channel 28.
  • the first end of the by-pass channel 28 is connected to the inlet channel 2 at a point between the low-pressure compressor 4 and the LP cooler 9 and the second end is connected to the exhaust channel 17 at a point between the high- pressure turbine 8 and the low-pressure turbine 5.
  • the by-pass channel 28 is provided with a by-pass valve 29, by which the flow of charge air in the by-pass channel 28 is adjusted.
  • the exhaust channel 17 is connected to the inlet channel 2 by means of a second by-pass channel 30.
  • the first end of the second by-pass channel 30 is connected to the inlet channel 2 at a point between the high-pressure compressor 7 and the HP cooler 11 and the second end is connected to the exhaust channel 17 at a point before the high-pressure turbine 8 in the flow direction of exhaust gas.
  • the second by-pass channel 30 is provided with a second by-pass valve 31, by which the flow of charge air in the channel is adjusted.
  • the engine 1 is provided with a by-pass channel 32 for conveying exhaust gas past the low-pressure turbine 8.
  • the first end of the by-pass channel 32 is connected to the exhaust channel 17 at a point before the low-pressure turbine 5 and the second end to a point after the low-pressure turbine 5.
  • the by-pass channel 32 is provided with a by-pass valve 33, by which the flow of exhaust gas in the by-pass channel 32 is adjusted.
  • the engine 1 is also provided with a second by-pass channel 34 for conveying exhaust gas past the high-pressure turbine 8.
  • the first end of the second by-pass channel 34 is in the flow direction connected to the exhaust channel 17 at a point before the high-pressure turbine 8 and the second end to a point after the high-pressure turbine 8.
  • the second by-pass channel 34 is provided with a second by-pass valve 35, by which the flow of exhaust gas in the second by-pass channel 34 is adjusted.
  • the engine 1 is provided with a charge air moistener 41 for moistening the charge air. Also, the engine 1 is provided with a second charge air moistener 42 for moistening the charge air.
  • the moisteners 41, 42 spray water mist to the charge air.
  • the charge air moistener 41 sprays water mist into the inlet channel 2 at a point between the low-pressure compressor 4 and LP cooler 9.
  • the second charge air moistener 42 sprays water mist into the inlet channel 2 at a point between the high- pressure compressor 7 and HP cooler 11.
  • the charge air moisteners 41, 42 comprise spraying nozzles for spraying water mist.
  • a drop separator 43 is provided in the inlet channel 2 for removing water drops from charge air. Also a second drop separator 44 is provided in the inlet channel 2 for removing water drops from charge air.
  • the drop separator 43 may be arranged in the inlet channel 2 at a point between the spraying point of the charge air moistener 41 and the LP cooler 9. Alternatively, the drop separator 43 may be arranged in the inlet channel 2 at a point between the LP cooler 9 and the high-pressure compressor 7.
  • the second drop separator 44 may be arranged in the inlet channel 2 at a point between the second charge air moistener 42 and the HP cooler 11. Alternatively, the second drop separator 44 may be adapted in the inlet channel 2 at a point between the HP cooler 11 and the charge air receiver 26 or in the charge air receiver 26.
  • a bracket 14 is mounted on the engine block 15, the structure of which bracket is shown in more detail in Figures 2 - 4.
  • the bracket 14 comprises an air casing 18 for charge air.
  • the air casing 18 is a part of the inlet channel 2.
  • the air casing 18 is integral with the bracket 14.
  • the air casing 18 encloses a low-pressure space 36 for the charge air pressurised by the low-pressure compressor 4, and a high-pressure space 37 for the charge air pressurised by the high-pressure compressor 7.
  • the LP cooler 9 is adapted in the low-pressure space 36 and the HP cooler 11 is adapted in the high-pressure space 37.
  • the low-pressure space 36 is arranged at the end of the high-pressure space 37 so that the high-pressure space 37 is located between the low- pressure space 36 and the engine block 15.
  • the low-pressure space 36 and the high- pressure space 37 have at least one common partition wall 38, which is shown by a dashed line in Figure 4.
  • the low-pressure space 36 can also be arranged on both sides of the high-pressure space 37.
  • the end of the air casing 18 can be opened, whereby the coolers 9, 11 for charge air can be maintained and removed from the air casing 18 e.g. through a cover 80 adapted at the end (shown in Figure 2).
  • the bracket 14 comprises a pump module 27.
  • the pump module 27 may be integral with the bracket 14 or detachably mounted on the bracket 14.
  • the high-pressure pump 12 and/or the low-pressure pump 13 is/are adapted in the pump module 27.
  • the lubricating oil pump 56 is adapted in the pump module 27.
  • the pumps 12, 13, 56 get their power from the crankshaft of the engine.
  • the pump module 27 is placed against the engine block 15.
  • the low-pressure turbocharger 3 and the high- pressure turbocharger 6 are supported on the bracket 14.
  • the turbochargers 3, 6 are placed on top of the bracket 14.
  • the air casing 18 is located in the lower part of the bracket 14, underneath the low-pressure turbocharger 3 and the high-pressure turbocharger 6.
  • the lubricating oil cooler 16 (shown in Figure 1) is mounted on the bracket 14.
  • the by-pass valves 29, 30 and the by-pass valves 33, 35 can be mounted on the bracket 14.
  • the inlet air moistener 41 and/or the second inlet air moistener 42 may be mounted or supported on the bracket 14.
  • the spraying nozzles of the moisteners 41, 42 may be located in the air casing 18.
  • the drop separator and the second drop separator may be adapted in the air casing 18.
  • Those components of the engine that can be integrated, supported or mounted on the bracket 14 are outlined with a dashed line in Figure 1.
  • the cover 19 of the air casing 18 is provided with an inlet 20 for conveying the charge air coming from the low-pressure compressor 4 to the low-pressure space and with an outlet 21 for discharging cooled charge air from the low-pressure space 36 in the air casing. Further, the cover 19 of the air casing is provided with a second inlet 22 for conveying the charge air coming from the high-pressure compressor 7 to the high-pressure space 37 in the air casing. The cover 19 is provided with a second outlet 23 for discharging cooled charge air from the high-pressure space 37 of the air casing. In addition, the cover 19 is provided with inlets and outlets 24 for conveying low-temperature cooling liquid to the coolers 9, 11, 16 and for discharging it from the coolers 9, 11, 16. The inlets and outlets 24 and the coolers 9, 11, 16 can be interconnected via channels adapted in the bracket 14. There are inlets and outlets 25 for high-temperature cooling liquid on the side of the bracket 14.
  • combustion air is led to the low-pressure compressor 4, by which its pressure is raised to about 4 bar.
  • low-pressure charge air is led to the low-pressure space 36 formed in the bracket, in which space it is cooled by the LP cooler 9. Cooled charge air is led from the low-pressure space 36 to the high- pressure compressor 7, by which the pressure of the charge air is raised to about 8 bar.
  • high-pressure charge air is led to the high-pressure space 37 and cooled by the HP cooler 11. Cooled high-pressure charge air is led from the high-pressure space 37 to the charge air receiver 26 and from there further to the cylinders 10 be used as combustion air.
  • the charge air is cooled by the low-temperature cooling liquid led to the coolers 9, 11.
  • the exhaust gas from the cylinders 10 is conveyed through the high-pressure turbines 8 and after that, through the low-pressure turbines 5.
  • the high-pressure turbine 8 drives the high-pressure compressor 7 and the low- pressure turbine 5 drives the low-pressure compressor 4.
  • a part of the charge air can be led from the inlet channel 2 to the exhaust channel 17 along the by-pass channel 28 and/or the second by-pass channel 30.
  • a part of the exhaust gas can be led past the low- pressure turbine 5 along the by-pass channel 32 and/or past the high-pressure turbine 8 along the second by-pass channel 34.
  • the invention has also alternative embodiments.
  • the engine 1 may also be a turboengine with one stage of charging, whereby it comprises only one turbocharger and one cooler for charge air. Then, there is only one space for pressurised charge air in the air casing 18.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Supercharger (AREA)

Abstract

A turbocharged piston engine (1) comprising an engine block (15), a bracket (14) mounted on the engine block and at least one coolant pump (12, 13) for circulating cooling liquid in a cooling circuit (39, 40) of the engine. The bracket (14) comprises an air casing (18) for pressurised charge air, in which air casing (18) a cooler (9, 11) for charge air is arranged. Further, the bracket (14) comprises a pump module (27), in which the coolant pump (12, 13) is arranged.

Description

PISTON ENGINE COOLING ASSEMBLY
The present invention relates to a turbocharged piston engine according to the preamble of claim 1.
In large turbocharged piston engines, which are utilised in power plants and as main and auxiliary engines in vessels, the charging can be performed in two stages, i.e. first in a low-pressure charger and then in a high-pressure charger. Charge air is cooled between the charging stages and after the high-pressure charger before leading it to the engine cylinders. In a large engine, the turbochargers and the charge air coolers are large in size and therefore, it is difficult to adapt them in conjunction with the engine. Since there is not much space on top of the engine, the turbochargers and air coolers are usually carried by a bracket mounted onto the end of the engine block. In a large engine, the turbochargers and air coolers with their connecting channels are heavy, whereby there is a massive load resting on the bracket and the centre of mass is located far away from the engine block. This causes e.g. vibration, isolation, sound and sealing problems. The mounting surface area between the bracket and the engine block is often quite small, whereby no large masses are allowed to be placed on the bracket. In addition, the pumps for cooling liquid are adapted at the end of the engine block, which makes it even more difficult to place the components in optimal positions. Similar problems also occur in conjunction with piston engines with one stage of charging.
An object of the present invention is to provide a solution, by which the above- described problems can be decreased.
The objects of the invention are achieved as disclosed in claim 1. A turbocharged piston engine according to the invention comprises an engine block, a bracket mounted on the engine block and at least one coolant pump for circulating cooling liquid in a cooling circuit of the engine. The bracket comprises an air casing for pressurised charge air, in which air casing a charge air cooler is arranged. Further, the bracket comprises a pump module, in which the coolant pump is arranged.
Considerable advantages are achieved by the present invention. Since both the charge air cooler and the pump module are adapted in or integrated with the bracket, the pump module does not require a separate mounting point in the engine block, whereby a larger mounting surface for the bracket is obtained. In addition, the cooler and the pump module may be located close to each other, whereby the piping between them is short, which reduces the mass to be placed on the bracket.
In the following, the invention is explained by way of example with reference to the appended schematic drawings, of which
Figure 1 is a schematic view of a piston engine with two stages of turbocharging,
Figure 2 shows the piston engine according to Figure 1, onto the engine block of which a bracket is mounted.
Figure 3 depicts a side view of the piston engine according to Figure 2, and
Figure 4 depicts the bracket according to Figures 2 and 3 seen from above.
Figure 1 is a schematic view of a piston engine 1 with two stages of turbocharging. The engine 1 is a large piston engine, which is used for instance as a main and as an auxiliary engine in vessels and in power plants. The engine 1 comprises an inlet channel 2 for conveying combustion air to cylinders 10 and an exhaust channel 17 for removing exhaust gas from the cylinders 10. The engine 1 is provided with a low- pressure turbocharger 3, which comprises a low-pressure compressor 4 and a low- pressure turbine 5. In addition, the engine 1 is provided with a high-pressure turbocharger 6, which comprises a high-pressure compressor 7 and a high-pressure turbine 8. The section of the inlet channel 2 between the low-pressure compressor 4 and the high-pressure compressor 7 is provided with a cooler 9 for low-pressure charge air (LP cooler). In addition, the engine 1 comprises a charge air receiver 26, in which the charge air pressurised with the high-pressure compressor 7 is stored. The section of the inlet channel 2 between the high-pressure compressor 7 and the charge air receiver 26 for charge air is provided with a cooler 11 for high-pressure charge air (HP cooler).
The HP and LP coolers are connected to a low-temperature cooling circuit 39, in which low-temperature cooling liquid is circulated by a low-temperature pump 12. The LP cooler 9 is located before the HP cooler 11 in the flow direction of the cooling liquid. A lubricating oil cooler 16 may also be connected to the low- temperature cooling circuit, by which cooler the lubricating oil of the engine is cooled. The lubricating oil cooler 16 is located after the HP cooler 11 in the flow direction of the cooling liquid. The engine comprises also a high-temperature cooling circuit 40 for cooling the engine block 15. High-temperature cooling liquid is circulated in the high-temperature cooling circuit by a high-temperature pump 13. Moreover, the engine 1 comprises a lubricating oil pump 56, by which lubricating oil is circulated in the lubricating circuit 57 of the engine.
The exhaust channel 17 is connected to the inlet channel 2 by means of a by-pass channel 28. The first end of the by-pass channel 28 is connected to the inlet channel 2 at a point between the low-pressure compressor 4 and the LP cooler 9 and the second end is connected to the exhaust channel 17 at a point between the high- pressure turbine 8 and the low-pressure turbine 5. The by-pass channel 28 is provided with a by-pass valve 29, by which the flow of charge air in the by-pass channel 28 is adjusted.
Also, the exhaust channel 17 is connected to the inlet channel 2 by means of a second by-pass channel 30. The first end of the second by-pass channel 30 is connected to the inlet channel 2 at a point between the high-pressure compressor 7 and the HP cooler 11 and the second end is connected to the exhaust channel 17 at a point before the high-pressure turbine 8 in the flow direction of exhaust gas. The second by-pass channel 30 is provided with a second by-pass valve 31, by which the flow of charge air in the channel is adjusted.
In addition, the engine 1 is provided with a by-pass channel 32 for conveying exhaust gas past the low-pressure turbine 8. The first end of the by-pass channel 32 is connected to the exhaust channel 17 at a point before the low-pressure turbine 5 and the second end to a point after the low-pressure turbine 5. The by-pass channel 32 is provided with a by-pass valve 33, by which the flow of exhaust gas in the by-pass channel 32 is adjusted. The engine 1 is also provided with a second by-pass channel 34 for conveying exhaust gas past the high-pressure turbine 8. The first end of the second by-pass channel 34 is in the flow direction connected to the exhaust channel 17 at a point before the high-pressure turbine 8 and the second end to a point after the high-pressure turbine 8. The second by-pass channel 34 is provided with a second by-pass valve 35, by which the flow of exhaust gas in the second by-pass channel 34 is adjusted.
The engine 1 is provided with a charge air moistener 41 for moistening the charge air. Also, the engine 1 is provided with a second charge air moistener 42 for moistening the charge air. The moisteners 41, 42 spray water mist to the charge air. The charge air moistener 41 sprays water mist into the inlet channel 2 at a point between the low-pressure compressor 4 and LP cooler 9. The second charge air moistener 42 sprays water mist into the inlet channel 2 at a point between the high- pressure compressor 7 and HP cooler 11. The charge air moisteners 41, 42 comprise spraying nozzles for spraying water mist.
A drop separator 43 is provided in the inlet channel 2 for removing water drops from charge air. Also a second drop separator 44 is provided in the inlet channel 2 for removing water drops from charge air. The drop separator 43 may be arranged in the inlet channel 2 at a point between the spraying point of the charge air moistener 41 and the LP cooler 9. Alternatively, the drop separator 43 may be arranged in the inlet channel 2 at a point between the LP cooler 9 and the high-pressure compressor 7. The second drop separator 44 may be arranged in the inlet channel 2 at a point between the second charge air moistener 42 and the HP cooler 11. Alternatively, the second drop separator 44 may be adapted in the inlet channel 2 at a point between the HP cooler 11 and the charge air receiver 26 or in the charge air receiver 26.
A bracket 14 is mounted on the engine block 15, the structure of which bracket is shown in more detail in Figures 2 - 4. The bracket 14 comprises an air casing 18 for charge air. The air casing 18 is a part of the inlet channel 2. The air casing 18 is integral with the bracket 14. The air casing 18 encloses a low-pressure space 36 for the charge air pressurised by the low-pressure compressor 4, and a high-pressure space 37 for the charge air pressurised by the high-pressure compressor 7. The LP cooler 9 is adapted in the low-pressure space 36 and the HP cooler 11 is adapted in the high-pressure space 37. The low-pressure space 36 is arranged at the end of the high-pressure space 37 so that the high-pressure space 37 is located between the low- pressure space 36 and the engine block 15. The low-pressure space 36 and the high- pressure space 37 have at least one common partition wall 38, which is shown by a dashed line in Figure 4. The low-pressure space 36 can also be arranged on both sides of the high-pressure space 37. The end of the air casing 18 can be opened, whereby the coolers 9, 11 for charge air can be maintained and removed from the air casing 18 e.g. through a cover 80 adapted at the end (shown in Figure 2).
The bracket 14 comprises a pump module 27. The pump module 27 may be integral with the bracket 14 or detachably mounted on the bracket 14. The high-pressure pump 12 and/or the low-pressure pump 13 is/are adapted in the pump module 27. In addition, the lubricating oil pump 56 is adapted in the pump module 27. The pumps 12, 13, 56 get their power from the crankshaft of the engine. The pump module 27 is placed against the engine block 15. The low-pressure turbocharger 3 and the high- pressure turbocharger 6 are supported on the bracket 14. Here, the turbochargers 3, 6 are placed on top of the bracket 14. The air casing 18 is located in the lower part of the bracket 14, underneath the low-pressure turbocharger 3 and the high-pressure turbocharger 6. The lubricating oil cooler 16 (shown in Figure 1) is mounted on the bracket 14. The by-pass valves 29, 30 and the by-pass valves 33, 35 can be mounted on the bracket 14. The inlet air moistener 41 and/or the second inlet air moistener 42 may be mounted or supported on the bracket 14. The spraying nozzles of the moisteners 41, 42 may be located in the air casing 18. The drop separator and the second drop separator may be adapted in the air casing 18. Those components of the engine that can be integrated, supported or mounted on the bracket 14 are outlined with a dashed line in Figure 1.
The cover 19 of the air casing 18 is provided with an inlet 20 for conveying the charge air coming from the low-pressure compressor 4 to the low-pressure space and with an outlet 21 for discharging cooled charge air from the low-pressure space 36 in the air casing. Further, the cover 19 of the air casing is provided with a second inlet 22 for conveying the charge air coming from the high-pressure compressor 7 to the high-pressure space 37 in the air casing. The cover 19 is provided with a second outlet 23 for discharging cooled charge air from the high-pressure space 37 of the air casing. In addition, the cover 19 is provided with inlets and outlets 24 for conveying low-temperature cooling liquid to the coolers 9, 11, 16 and for discharging it from the coolers 9, 11, 16. The inlets and outlets 24 and the coolers 9, 11, 16 can be interconnected via channels adapted in the bracket 14. There are inlets and outlets 25 for high-temperature cooling liquid on the side of the bracket 14.
While the engine 2 is running, combustion air is led to the low-pressure compressor 4, by which its pressure is raised to about 4 bar. Next, low-pressure charge air is led to the low-pressure space 36 formed in the bracket, in which space it is cooled by the LP cooler 9. Cooled charge air is led from the low-pressure space 36 to the high- pressure compressor 7, by which the pressure of the charge air is raised to about 8 bar. Next, high-pressure charge air is led to the high-pressure space 37 and cooled by the HP cooler 11. Cooled high-pressure charge air is led from the high-pressure space 37 to the charge air receiver 26 and from there further to the cylinders 10 be used as combustion air. The charge air is cooled by the low-temperature cooling liquid led to the coolers 9, 11. The exhaust gas from the cylinders 10 is conveyed through the high-pressure turbines 8 and after that, through the low-pressure turbines 5. The high-pressure turbine 8 drives the high-pressure compressor 7 and the low- pressure turbine 5 drives the low-pressure compressor 4. According to the load and operating conditions of the engine 1, a part of the charge air can be led from the inlet channel 2 to the exhaust channel 17 along the by-pass channel 28 and/or the second by-pass channel 30. Similarly, a part of the exhaust gas can be led past the low- pressure turbine 5 along the by-pass channel 32 and/or past the high-pressure turbine 8 along the second by-pass channel 34.
The invention has also alternative embodiments.
The engine 1 may also be a turboengine with one stage of charging, whereby it comprises only one turbocharger and one cooler for charge air. Then, there is only one space for pressurised charge air in the air casing 18.

Claims

1. A turbocharged piston engine (1) comprising an engine block (15), a bracket (14) mounted on the engine block and at least one coolant pump (12, 13) for circulating cooling liquid in a cooling circuit (39, 40) of the engine, characterised in that the bracket (14) comprises an air casing (18) for pressurised charge air, in which air casing (18) a cooler (9, 11) for charge air is arranged, and that the bracket (14) comprises a pump module (27), in which the cooling liquid pump (12, 13) is arranged.
2. A piston engine (1) according to claim 1, characterised in that a turbocharger (3, 6) is supported on the bracket (14).
3. A piston engine (1) according to claim 1 or 2, characterised in that the engine (1) comprises a low-pressure turbocharger (3) and a high-pressure turbocharger (6).
4. A piston engine (1) according to claim 3, characterised in that the low-pressure turbocharger (3) and/or the high-pressure turbocharger is/are supported on the bracket (14).
5. A piston engine (1) according to anyone of the preceding claims, characterised in that the air casing (18) comprises a low-pressure space (36) for low-pressure charge air and a high-pressure space (37) for high-pressure charge air, which low-pressure space (36) is provided with a cooler (9) for low-pressure charge air and which high- pressure space (37) is provided with a cooler (11) for high-pressure charge air.
6. A piston engine (1) according to claim 5, characterised in that the high-pressure space (37) is located between the low-pressure space (36) and the engine block (15).
7. A piston engine (1) according to claim 5 or 6, characterised in that the low- pressure space (36) and the high-pressure space (38) have at least one common partition wall (38).
8. A piston engine (1) according to anyone of the preceding claims, characterised in that the coolant pump is a low-temperature pump (12) for circulating cooling liquid in the low-temperature cooling circuit (39) of the engine, to which circuit the cooler (9, 11) for charge air is connected.
9. A piston engine according to anyone of the preceding claims, characterised in that the coolant pump is a high-temperature pump (13) for circulating cooling liquid in the high-temperature cooling circuit (40) of the engine, which circuit cools the engine block (15).
10. A piston engine according to anyone of the preceding claims, characterised in that a lubricating oil pump (56) is arranged in the pump module (27).
11. A piston engine according to anyone of the preceding claims, characterised in that the pump module (27) is integral with the bracket (14).
12. A piston engine according to anyone of the preceding claims 1 - 10, characterised in that the pump module (27) is detachably mounted on the bracket (14).
13. A piston engine according to anyone of the preceding claims, characterised in that at least one drop separator (43, 44) for removing water drops from the charge air is provided in the air casing (18).
14. A piston engine according to claim 13, characterised in that the drop separator (43, 44) is adapted to a point before the cooler (9) for low-pressure charge air and/or to a point before the cooler (11) for high-pressure charge air in the flow direction of charge air.
EP09806176A 2008-12-31 2009-12-28 Piston engine cooling assembly Withdrawn EP2376756A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20086256A FI20086256L (en) 2008-12-31 2008-12-31 Piston engine
PCT/FI2009/051037 WO2010076383A1 (en) 2008-12-31 2009-12-28 Piston engine cooling assembly

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EP2376756A1 true EP2376756A1 (en) 2011-10-19

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EP (1) EP2376756A1 (en)
KR (1) KR20110099788A (en)
CN (1) CN102265010A (en)
FI (1) FI20086256L (en)
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WO (1) WO2010076383A1 (en)

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FI20086256A0 (en) 2008-12-31
WO2010076383A1 (en) 2010-07-08
KR20110099788A (en) 2011-09-08
RU2011132025A (en) 2013-02-10
FI20086256L (en) 2010-07-01
CN102265010A (en) 2011-11-30

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