EP3037639A2 - Cylinder assembly for a longitudinally wound reciprocating piston combustion engine, and throttle element for a cylinder liner - Google Patents

Abstract

The invention relates to a cylinder arrangement (1) for a longitudinally flushed reciprocating internal combustion engine, in particular for a slow-running, longitudinally-flushed two-stroke large diesel engine comprising a cylinder liner (2) with a combustion chamber region (21) and an inlet region (22), in which cylinder liner (2) a piston (3) along a cylinder axis (Z) between a top dead center (TDC) and a bottom dead center (UT) back and forth installable installable. A scavenging air inlet (221) with scavenging air openings (2211) is provided on the cylinder liner (2) in the inlet region (22) of the cylinder liner (2), so that scavenging air (41) from the receiver chamber (401) into the combustion chamber region via the scavenging air opening (2211) ( 21) of the cylinder liner (2) can be introduced. According to the invention, a throttle element (5, 51) is provided and configured on the scavenging air inlet (221) such that a flow cross section (410) of the scavenging air opening (2211) can be reduced to a predefinable value, so that a gas flow (411) consists of scavenging air (41) the receiver space (401) via the scavenging air inlet (221) in the cylinder liner (2) to a predeterminable limit can be limited. Moreover, the invention relates to a throttle element (5, 51) for a cylinder liner (2) of a cylinder assembly (1) according to the present invention.

Description

The invention relates to a cylinder arrangement for a longitudinally purged reciprocating internal combustion engine, in particular for a slow-running longitudinally purged two-stroke large diesel engine and a throttle element for a cylinder liner of a cylinder assembly according to the preamble of the independent claims 1 and 15.

Large diesel engines are often used as drive units for ships or in stationary operation, e.g. used to drive large generators for generating electrical energy. The engines usually run for long periods in continuous operation, which places high demands on the reliability and availability. Therefore, for the operator in particular long maintenance intervals, low wear and an economical handling of fuels and supplies, especially the lubricant consumption are central criteria for the operation of the machines.

As is well known to those skilled in the art, in the known longitudinally-flushed two-stroke engines, the fresh air, often referred to as scavenging air introduced at the bottom of the cylinder via scavenging air usually in the form of scavenging slots in the combustion chamber of the cylinder, while the piston is in the vicinity of located bottom dead center and the way for the Fresh air into the combustion chamber of the cylinder releases. That is, the fresh air is injected in practice, for example, from a turbocharger in the cylinder under a predetermined pressure. This applies in particular to all current two-stroke large diesel engines, which are crosshead engines and have scavenging ports controlled by the piston. This means that the upper piston edge controls the opening and closes the scavenging slots. Through the scavenging slots fresh air can enter the cylinder.

In this case, the amount of purging air that is supplied via the purging slots into the combustion chamber of the cylinder liner of the reciprocating internal combustion engine, for example, crucial for many different processes or operating parameters of the internal combustion engine, such as for the performance of the engine, the fuel consumption, the combustion temperature , the combustion pressure, the chemical composition of the exhaust gases, so in particular the composition and amount of particularly harmful proportions in the exhaust gases, such as the proportion of different nitrogen oxides, and many other operating parameters, which is known in the art per se.

For a variety of reasons, for example, for reasons of economy or environmental reasons, there is an increasing need and need to adapt the engines to certain conditions more flexible, which are given for example by the customer, ie the operators of ships or power plants. Or in order to be able to comply more and more with legal regulations, such as environmental protection conditions or, for example, to save fuel or other operating materials during operation. Moreover, it is desirable for obvious reasons that one and the same type of cylinder liner be used for engines intended to be designed for different operating conditions, eg for different performances For example, for a motor that is to be designed for a relatively low power, the same type of cylinder liner can be used as for another engine that is to have a higher power. Previously, different types of cylinder liners had to be provided in such or similar cases, which of course is unsatisfactory and inefficient from an economic point of view. Moreover, it has been possible only with very complex measures already flexible in operation to other operating conditions or operating parameters, for example convert an existing engine from a high performance to a lower performance to save for example fuel, comply with new statutory environmental standards or for other reasons well known to those skilled in the art.

The object of the invention is therefore to provide a novel cylinder arrangement for a longitudinally-flushed reciprocating internal combustion engine, in particular for a slow-running two-stroke large diesel engine with which the problems known from the prior art are solved and with which it is particularly possible, one and the same type von Zylinderliner for various requirements or operating conditions, in particular to adapt to different services easily and efficiently or flexibly retrofit already in operation engines.

The objects of the invention solving these objects are characterized by the features of independent claims 1 and 15.

The dependent claims relate to particularly advantageous embodiments of the invention.

The invention thus relates to a cylinder arrangement for a longitudinally flushed reciprocating internal combustion engine, in particular for a slow-running longitudinally-flushed two-stroke large diesel engine, comprising a cylinder liner with a combustion chamber region and an inlet region, in which cylinder liner, a piston along a cylinder axis between a top dead center and a bottom dead center is reciprocally installable installable. On the cylinder liner, a scavenging air inlet with scavenging air openings is provided in the inlet region of the cylinder liner, so that scavenging air can be introduced from a receiver chamber into the combustion chamber region of the cylinder liner via the scavenging air opening. According to the invention, a throttle element is provided and configured on the scavenging air inlet in such a way that a flow cross-section of the scavenging air opening can be reduced to a predefinable value so that a gas flow of scavenging air from the receiver chamber can be limited to a predefinable limit value via the scavenging air inlet into the cylinder liner.

Even when using the inventive throttle element at the scavenging air inlet, the e.g. Before or particularly preferably, however, can be provided in the scavenging air slots in the form of a molding, fresh air, as known per se from the prior art, flow into the combustion chamber of the cylinder at the scavenging cycle, but in the present invention by suitable choice of the size of Throttle element or by a suitable choice of the arrangement of the throttle element at the scavenging air openings of the scavenging air inlet of the flow cross-section one, several or all scavenging air are completely flexibly reduced so that a gas flow of scavenging air from the receiver space in the cylinder liner can be limited to a substantially arbitrary vorgebaren value.

By using the throttle element according to the invention, it is thus possible for the first time to flexibly adapt the amount of scavenging air which is to be supplied via the scavenging slots into the combustion chamber of the cylinder liner of the reciprocating internal combustion engine to any requirement in a very simple manner. By the Amount to be supplied in the operating state scavenging specially desired operating parameters of the internal combustion engine can be set for the first time in a very simple manner targeted. For example, to achieve a certain performance of the engine, or to reduce the fuel consumption, to adjust the combustion temperature or the combustion pressure, for adjusting the chemical composition of the exhaust gases, so in particular also to influence the composition and / or amount of particularly harmful components in the exhaust gases , such as the proportion of different nitrogen oxides, and many other operating parameters that have to be adapted for a variety of reasons.

So can be responded to special, even to rapidly changing requirements and wishes of the operators of such engines very cost-effective and easy by adjusting the motors. In addition, the ever stricter legal provisions, such as environmental protection regulations can be easily adhered to or simply responded to new, usually sharper provisions. Or the motors can be easily, flexibly and reliably adapted, for example, to save fuel or other supplies during operation and / or to adapt the motors to other main operating conditions. For example, a motor can be easily converted by the present invention, so that it is, for example, only optimally operable in a partial load operation and no longer in full load, which may be of great advantage, inter alia, if a ship only with throttled Speed should, for example to save fuel.

In addition, by using a throttle element according to the invention, different engines which are to be designed for different operating states, eg for different powers, one and the same type of cylinder liner can be used, so that, for example, for a motor which is designed for a relatively small power the same type of cylinder liner should be used as for any other engine that has a higher output. It is therefore no longer necessary to provide different types of cylinder liners, which of course is an enormous advantage from an economic point of view and leads to corresponding cost reduction not only in the production of the cylinder liners, but also simplifies maintenance and reduces the variety of spare parts to be kept available.

In addition, it is now possible for the first time to flexibly retrofit other operating conditions or operating parameters without consuming measures, which are already in operation. For example, retrofitting an existing engine from high power to lower power, for example, to save fuel, meet new regulatory environmental standards, or retool for other reasons well known to those skilled in the art. In very special cases, it is even possible that a throttle element according to the invention can be changed in its position by suitable adjusting elements during operation of the engine, so that the amount of scavenging air supplied per combustion cycle can be adjusted or adapted even during operation of the engine the engine can always be operated under optimal conditions.

In this case, suitable sensors may be provided, in particular on or in the cylinder liner, or be provided in the purge air or in the vicinity of the scavenging slots or a throttle element itself, so that, for example, a flow cross section of the scavenging slots as needed, in particular as a function of a through the sensor certain temperature, or by a pressure determined by the sensor, or, for example, in response to a determined by the sensor BN value of the lubricating oil is regulated and / or controllable adjustable.

In addition, nozzles or other metering devices can be provided at the flushing slots, which are preferred only when needed. For example, be activated only at light load, or when the piston is seized, or at a fast load change to a higher load or at a sign of corrosion. These nozzles or metering devices could e.g. Lube oil or a liquid with a cleaning effect, for example, to clean the piston crown, injecting into the purging air.

In particular, the throttle elements designed as filler pieces can also be designed in such a way that they can easily protrude into the cylinder liner in the scavenging slots via the running surface and thus clean the piston crown during the upward stroke. For this purpose, such throttle elements must be configured as patches that the piston rings overflow the patches without damage and optionally, can push away, preferably radially outward. These advantageously have a conical inlet. In the operating state, such patches are particularly preferably arranged so quickly movable in the scavenging slots that they are e.g. protrude into the cylinder liner only on the upstroke or only on the downstroke beyond the tread.

It is also possible that the filling pieces distributed over the circumference vary in height according to a predeterminable scheme. For example, could be formed in the circumferential direction so a kind of helix, whereby very specific rinsing effects can be generated, for example, the scavenging air is better swirled in the cylinder liner.

Preferably, but not necessarily, the cross section, ie in particular the height and / or the width of the scavenging air opening, ie thus the maximum flow cross-section in comparison to a conventional Cylinder liner be enlarged, so that a larger area for adjusting the amount of purging air to be introduced into the cylinder liner is available.

In a particularly preferred embodiment of a cylinder arrangement according to the invention, the throttle element is configured as a shaped piece and provided interchangeably in a scavenging air opening of the scavenging air inlet of the cylinder liner. As a result, the effective flow cross section of the scavenging air opening can be set to virtually any desired size.

Thus, the running of the piston is not affected on the cylinder surface and it does not cause damage to the tread, scavenging or piston forms an axis of the cylinder facing the inside of the molding an integral part of a cylinder surface of the cylinder liner. That is, the inside of the fitting is designed so that it substantially seamlessly and without affecting the piston running behavior negatively influences the actual cylinder surface of the cylinder liner.

Corresponding geometrical measures are preferably provided on the fitting and on the scavenging air opening in a manner known per se, so that the fitting can be fixed replaceably, but reliably. For example, grooves may be provided on the shaped piece or on the cylinder liner or scavenging air inlet or on the scavenging air opening, so that the throttle element, in particular the molded piece, can be securely anchored to the cylinder liner. In another example, the throttle element may also be bolted to the outside of the cylinder liner or be fixed by any other measure known per se to limit the flow cross section of the scavenging air opening on the cylinder liner.

In this case, the shaped piece of the invention can be designed and provided on the scavenging air inlet in such a way that it limits the flow cross-section simultaneously to at least two, to more than two or all scavenging air openings of the scavenging air inlet.

The amount of purging air can also be adjusted in addition, that no throttle element is provided on at least one scavenging air, wherein the throttle elements can be provided with respect to a circumferential direction of the cylinder liner advantageously according to a predetermined symmetrical scheme at the scavenging air openings of the scavenging air inlet. Also, between each circumferentially directly adjacent throttle elements in each case an equal number of purging air openings may be present, on which no throttle element is provided.

Such and similar measures can not only serve to set or limit the amount of purging air to be introduced into the combustion chamber per combustion cycle. But due to the special arrangement of the throttle elements only at individual scavenging air and not at all scavenging air and the shape of the flow of the scavenging air upon entering the cylinder liner can be favorably influenced, so that, for example, the flushing of the combustion gases or the distribution of the scavenging air in the cylinder liner can be optimized can.

In another exemplary embodiment of the present invention, the throttle element may also be provided as throttle ring at the inlet area on the cylinder liner in such a covering manner over a predeterminable area of the scavenging air inlet that a flow cross section of a predeterminable number of scavenging air openings is concurrently, at least partially covered. It may be a complete ring, so that all scavenging air openings in a predetermined range by the Throttle ring are covered. However, the ring can also have suitable recesses for certain scavenging air openings, so that some scavenging air openings are not covered at all or in a smaller area, so that the flow of scavenging air at different scavenging air openings can be of different sizes.

Although such an externally mounted on the cylinder liner throttle ring can not be used advantageously in all cases, because possibly the piston running behavior could be adversely affected, since in such a throttle ring, the inside of the throttle ring is not integrated seamlessly into the actual cylinder surface. But in certain cases, this effect can be justifiable and the advantages of the inventive throttle ring outweigh any resulting disadvantages. This could for example be the case when the engine is operated only at low power or when the throttle ring, for example, can be adjusted by a positioning device in its position and is brought only briefly to implement certain operating conditions on the scavenging air to limit the flow cross-section.

In particular, the flow cross-section of at least one purge air opening can even be completely closed by the throttle element.

Or, however, the throttle element is provided, for example, only in the upper region of the scavenging air opening. That is to say the throttle element is provided at the scavenging air opening of the scavenging air inlet such that the flow cross section is limited in a predeterminable region of the scavenging air inlet facing the combustion chamber region such that no scavenging air can be introduced through the scavenging air opening into the cylinder liner between the throttle element and the combustion chamber region.

The throttle element can also be provided in the lower region of the scavenging air opening, that is to say provided on the scavenging air opening of the scavenging air inlet such that the flow cross section is limited in a predeterminable region of the scavenging air inlet facing away from the combustion chamber region such that no scavenging air flows through the scavenging air opening between the throttle element and the receiver space can be introduced into the cylinder liner.

Of course, the throttle element can also be provided in a central region of the scavenging air opening and thus provided on the scavenging air opening of the scavenging air inlet, that the flow cross-section is limited in a predeterminable region of the scavenging air inlet such that both between the throttle element and the combustion chamber region and between the throttle element and the receiver room at the same time scavenging air can be introduced through the scavenging air in the cylinder liner.

In most practical cases, the throttle element is provided on the purge air inlet such that a position of at least the throttle element in the operating state of the reciprocating internal combustion engine is not changeable.

It is quite possible in special cases that the throttle element is provided on the scavenging air inlet, that the position of at least one throttle element even in the operating state of the reciprocating internal combustion engine is variable, preferably by means of a controllable or controllable mechanical, electrical, pneumatic, hydraulic or other positioning is changeable. In such cases, the amount of purge air may vary even during the operating condition Operating parameters are set automatically via a controller or regulation or even by an operator.

The invention further relates to a throttle element for a cylinder liner of a cylinder assembly of the present invention, which may be, for example, a replacement part or a replacement part.

Fig. 1

eine bekannte Zylinderanordnung mit Spülluftöffnungen in Form von Spülschlitzen im Längsschnitt;

Fig. 2a

ein spezielles Ausführungsbeispiel einer erfindungsgemässen Zylinderanaordnung;

Fig. 2b

der Bereich des Spüllufteinlasses gemäss Fig. 2a in detaillierter Darstellung;

Fig. 2c

eine Spülluftöffnung mit Drosselelement in Ausführung eines Formstücks gemäss Fig. 2a bzw. Fig. 2b.

The invention will be explained in more detail below with reference to the schematic drawing. Show it:

Fig. 1

a known cylinder arrangement with scavenging air openings in the form of scavenging slots in longitudinal section;

Fig. 2a

a special embodiment of an inventive cylinder arrangement;

Fig. 2b

the area of the scavenging air inlet according to Fig. 2a in a detailed representation;

Fig. 2c

a scavenging air opening with throttle element in the form of a fitting according to Fig. 2a respectively. Fig. 2b ,

Fig. 1 shows in a schematic representation partially in section a cylinder assembly 1 'with cylinder liner 2', piston 3 'and fresh air supply system 400'.

The cylinder assembly 1 'of Fig. 1 is a typical arrangement well known for prior art longitudinally scavenged two-stroke large diesel engines. For a better distinction of the known cylinder arrangement, the corresponding reference numerals are provided with an apostrophe, while the reference numerals to features according to the invention cylinder arrangements wear no apostrophe.

The arrangement comprises a cylinder liner 2 'in which a piston 3' is arranged to be movable back and forth along a cylinder running surface 211 'of a cylinder wall 210' of the cylinder liner 2 '. The piston 3 'comprises a piston ring packing 31', which is shown here schematically with only two piston rings.

The combustion chamber 200 ', which is located in the combustion chamber region 21' of the cylinder 2 ', is delimited at the top by a cylinder cover with an injection nozzle and exhaust valve.

The piston 3 ', which reciprocates in the operating state of the large diesel engine between the top dead center OT' and the bottom dead center UT ', via the piston rod 8' with a in Fig. 1 not shown crosshead, from which the reciprocating movement of the piston 3 'is transmitted to the crankshaft, also not shown, of the machine. The piston rod 8 'is guided through the receiver space 401', which adjoins the inlet area 22 'of the cylinder liner 2' below, and the stuffing box 402 ', which seals the receiver space 401' against the crankshaft space below, so that no fresh air 41 ', symbolized by the arrow 41', which supplies a likewise not shown turbocharger under a high pressure, for example, under a pressure of about four bar in the receiver room 401 ', from the receiver room 401' in the underlying crankshaft space 9 'can pass ,

Again Fig. 1 can be seen and is generally known, is in the receiver chamber 401 'always generated by the turbocharger gas pressure of the fresh air 41', which thus always by design rests on the piston bottom of the piston 3 '.

After a combustion process which is initiated in the combustion chamber 200 'when the piston 3' is located very close to the top dead center OT ', the piston 3' moves in the direction of the bottom dead center UT 'due to the combustion pressure built up in the combustion chamber 200'. wherein, when the piston surface is below the scavenging air inlet 221 'with scavenging air openings 2211', which is in the form of scavenging slots, so that scavenging air 41 'in the form of a gas stream 411' via the scavenging air openings 2211 'with flow cross section 410' from the receiver room 401 'can enter the combustion chamber 200' so that it is available for the next combustion process in the combustion chamber 200 '.

Based on FIGS. 2a to 2c In the following, an exemplary embodiment of a cylinder arrangement according to the invention which is particularly preferred for practice will be described in greater detail. It shows Fig. 2a an inventive cylinder arrangement in overview, while Fig. 2b the area of the scavenging air inlet according to Fig. 2a in a more detailed representation shows and based on the Fig. 2c a scavenging air opening with throttle element in the form of a fitting according to Fig. 2a respectively. Fig. 2b you can see.

The inventive cylinder assembly 1 according to Fig. 2a to Fig. 2c are typical of a longitudinally flushed reciprocating internal combustion engine in a refinement of a slow-running longitudinally-flushed two-stroke large diesel engine. The cylinder arrangement according to Fig. 2a comprises a cylinder liner 2 having a combustion chamber region 21 and an inlet region 22, in which cylinder liner 2 a piston 3 is installed along a cylinder axis Z between a top dead center OT and a bottom dead center UT. On the cylinder liner 2, a scavenging air inlet 221 with scavenging air openings 2211 is provided in the inlet region 22 of the cylinder liner 2, so that off a receiver room 401 scavenging air 41 via the scavenging air opening 2211 in the combustion chamber region 21 of the cylinder liner 2 can be introduced.

According to the present invention, a throttle element 5, in the present case a shaped part 51, is designed and provided on the scavenging air inlet 221 such that a flow cross section 410 of the scavenging air opening 2211 can be reduced to a predefinable value, so that a gas flow 411 of scavenging air 41 out of the receiver chamber 401 the scavenging air inlet 221 in the cylinder liner 2 can be limited to a predeterminable limit value.

The configured as a shaped piece 51 throttle element 5 is interchangeable in all purge air openings 2211 of the scavenging air inlet 221 of the cylinder liner 2 is provided. The fitting 51 is thus in this particular embodiment, an insert that, for example, in a suitable groove of the scavenging air opening 2211 may be anchored or otherwise in the known manner, I can be releasably attached.

How very good the detail view according to Fig. 2c An inner side 511 of the shaped part 51 facing the cylinder axis Z forms an integral part of a cylinder running surface 211 of the cylinder liner 2. The shaped part 51 is thus designed and provided on the scavenging air inlet 221 such that it has the flow cross section 410 at all scavenging air openings 2211 of the scavenging air inlet 221 simultaneously and similarly limited.

The throttle element 5, so here the fitting 51 is in the Fig. 2a to Fig. 2c according to the representation installed in the upper region of the scavenging air openings 2211, ie provided on the scavenging air opening 2211 of the scavenging air inlet 221 that the flow cross-section is limited in a predeterminable region of the scavenging air inlet facing the combustion chamber area that no purge air can be introduced through the purge air opening into the cylinder liner between the throttle element and the combustion chamber region.

In the present specific embodiment, the throttle element 5, so the fitting 51 is provided so releasably on the scavenging air inlet that a position of the fitting 51 is not changeable in the operating state of the reciprocating internal combustion engine, but only in the non-operating state of the internal combustion engine, e.g. can be exchanged during maintenance.

It is understood that the embodiments described in the context of this application are to be understood as exemplary only and the invention is not limited to these examples. In particular, the described embodiments can also be advantageously combined, and the person skilled in the art readily understands simple refinements of cylinder arrangements according to the invention and throttle elements according to the invention, which of course are likewise covered by the invention.

Claims (15)

Cylinder arrangement for a longitudinally purged reciprocating internal combustion engine, in particular for a slow-running longitudinally purged two-stroke large diesel engine, comprising a cylinder liner (2) with a combustion chamber region (21) and an inlet region (22), in which cylinder liner (2) a piston (3) along a cylinder axis (2). Z) is reciprocally installable between a top dead center (TDC) and a bottom dead center (UT), and provided on the cylinder liner (2) in the inlet region (22) of the cylinder liner (2) a scavenging air inlet (221) with scavenging air openings (2211) is, so that from a receiver chamber (401) scavenging air (41) via the scavenging air opening (2211) in the combustion chamber region (21) of the cylinder liner (2) can be introduced, characterized in that the scavenging air inlet (221) a throttle element (5, 51) is provided and configured such that a flow cross section (410) of the purging air opening (2211) can be reduced to a predefinable value, so that a gas flow (411) From scavenging air (41) from the receiver chamber (401) via the scavenging air inlet (221) in the cylinder liner (2) can be limited to a predeterminable limit. Cylinder arrangement according to claim 1, wherein the throttle element (5, 51) designed as a shaped piece (51) and replaceable in a purge air opening (2211) of the scavenging air inlet (221) of the cylinder liner (2) is provided. Cylinder arrangement according to claim 2, wherein an inner side (511) of the shaped piece (51) facing the cylinder axis (Z) forms an integral part of a cylinder running surface (211) of the cylinder liner (2). Cylinder liner according to one of claims 1 to 3 wherein the shaped piece (51) configured and provided at the scavenging air inlet (221) that it simultaneously limits the flow cross-section (410) at least two scavenging air openings (2211) of the scavenging air inlet (221). Cylinder liner according to one of claims 1 to 4, wherein at least one purge air opening (2211) no throttle element (5, 51) is provided. Cylinder liner according to claim 5, wherein the throttle elements (5, 51) with respect to a circumferential direction (U) of the cylinder liner (2) according to a predetermined symmetrical scheme at the scavenging air openings (2211) of the scavenging air inlet (221) are provided. Cylinder liner according to claim 6, wherein between each in the circumferential direction (U) directly adjacent throttle elements (5, 51) in each case an equal number of purging air openings (2211) is present, on which no throttle element (5,51) is provided. Cylinder liner according to one of the preceding claims, wherein the throttle element (5) as a throttle ring at the inlet region (22) on the outside of the cylinder liner (2) covering over a predeterminable region of the scavenging air inlet (221) is provided, that a flow cross-section (410) a predetermined number of Purge air openings (2211) at the same time, at least partially covered. Cylinder liner according to one of the preceding claims, wherein the flow cross-section of at least one purge air opening (2211) is completely closed by the throttle element (5, 51). Cylinder liner according to one of the preceding claims, wherein the throttle element (5, 51) is provided on the scavenging air opening (2211) of the scavenging air inlet (221) such that the flow cross section (410) in a predeterminable region of the scavenging air inlet (221) facing the combustion chamber region (21) ) is limited such that between the throttle element (5, 51) and the combustion chamber region (21) no purge air (41) through the scavenging air opening (2211) in the cylinder liner (2) can be introduced. Cylinder liner according to one of the preceding claims, wherein the throttle element (5, 51) is provided on the scavenging air opening (2211) of the scavenging air inlet (221) such that the flow cross section (410) in a predeterminable region of the scavenging air inlet (221) facing away from the combustion chamber region (21) ) is limited such that between the throttle element (5, 51) and the receiver chamber (401) no purge air (41) through the scavenging air opening (2211) in the cylinder liner (2) can be introduced. Cylinder liner according to one of the preceding claims, wherein the throttle element (5, 51) is provided on the purge air opening (2211) of the purge air inlet (221) such that the flow cross-section (410) is limited in a predeterminable region of the purge air inlet (221) both purge air (41) through the purge air opening (2211) in the cylinder liner (2) can be introduced simultaneously between the throttle element (5, 51) and the combustion chamber region (21) and between the throttle element (5,51) and the receiver chamber (401) , Cylinder liner according to one of the preceding claims, wherein the throttle element (5, 51) is provided on the scavenging air inlet, that a position of at least one throttle element (5, 51) in the operating state of the reciprocating internal combustion engine is not changeable. Cylinder liner according to one of the preceding claims, wherein the throttle element (5, 51) is provided on the scavenging air inlet, that the position of at least one throttle element (5, 51) in the operating state of the reciprocating internal combustion engine is variable, preferably by means of a controllable or adjustable positioning device is variable. Throttle element for a cylinder liner (2) of a cylinder arrangement (1) according to one of the preceding claims.

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