The invention relates to a combustion engine provided with an engine block having a plurality of cylinders received therein and at least one auxiliary device connected to the engine. Such a combustion engine is generally known.

A problem which occurs in combustion engines, particularly very large engines manufactured in comparatively small numbers, is that the configuration thereof is often greatly dependent on the purpose of use. Demands are thus made of engines for stationary use, for instance as power source in a power plant, which differ from the demands for engines used for the propulsion of for instance ships. The placing of auxiliary equipment in particular can herein differ greatly. Thus in the case of for instance large turbo- diesel engines used to drive a stationary generator in a so-called DPP (Diesel Power Plant) it is usually required that the supercharging unit, which is formed by one or more turbo-compressors and associated interstage coolers, be situated close to the edge of the generator space since the exhaust will be placed there. At the same time it is desired that the flywheel side of the engine from which the power can be taken off be directed on the contrary toward the middle of the space where the genera- tor will be arranged. However, when a similar engine is used for ship propulsion, it will generally be desirable to direct both the supercharging unit and the flywheel side of the engine to the rear, since both the exhaust and the propeller shaft are situated at the rear of the ship. The pump group, which is used to circulate operat¬ ing fluids such as coolant and lubricants through the engine, must often be placed in the case of stationary applications in the vicinity of the outside of a genera¬ tor space, since an external cooling unit will often be situated outside the generator space, while for propul¬ sion purposes the pump group, which must be readily

accessible in respect of servicing operations, must in contrast be arranged on the front part of the engine.

These differing requirements of the configuration of the engine have the result that an engine suitable for stationary use can be converted into an engine for propulsion purposes only with very great effort and a wide diversity of components. This further implies that the ultimate purpose of use must already be known at an early stage in the construction of the engine, thus considerably increasing delivery times. The production costs of such engines are greatly increased by the large number of different components.

The invention therefore has for its object to provide an engine of the above described type which can be manufactured more simply and at lower cost. This is achieved according to the invention in that the engine block has substantially identical connecting parts at least at two different positions and the at least one auxiliary device is arranged on such a connecting part. By arranging connecting parts at different positions on the engine block the required auxiliary equipment can be mounted in simple manner on the engine at the desired position at a very late stage in the construction of the engine. The manufacturing process can be rationalized considerably as a result. Furthermore, it is thus easily possible to convert an engine during its lifetime for another use.

Each connecting part preferably has at least two sets of connecting points and the engine is provided with at least two different auxiliary devices, each co¬ acting with one of the sets of connecting points.

To the connecting points can be connected conduits for supplying and draining operating fluids for the engine. At least a number of the connecting points can herein be closable and means can be arranged in the conduits for controlling the flow direction of the oper¬ ating fluids therethrough. The auxiliary devices can thus be incorporated in simple manner in a circuit of operat-

ing fluids through the engine, for instance the coolant circuit or lubricant circuit, wherein despite different placings of the auxiliary equipment use can be made of the same conduits. When the conduits are arranged in the engine block and the auxiliary equipment, the outside of the engine remains readily accessible, for instance for servicing and inspection operations. It is herein recommended from considerations of installation technique that at least a number of the conduits and connecting points are integrated in a single casting. The number of connecting operations is hereby greatly reduced.

For reasons of accessibility the casting preferably forms a cover fixed to the engine block. The cover can herein comprise a front surface and a rear surface located opposite and placed against the engine block, which rear surface can have openings for connecting to the conduits in the engine, which openings are mutually joined by channels recessed in the cover. A compact combustion engine is obtained when the cover is mounted on one outer end of the engine block and the channels run substantially in the shape of a saddle and enclose a crankshaft bearing arranged in the engine block. In order to obtain an easily serviced engine the cover can be a pump cover and at least the front surface has openings for connecting to external conduits and/or pumps, which openings are connected by channels recessed into the cover to each other and/or the openings in the rear surface. When at least a number of the openings in the rear surface and/or front surface of the cover is closable and when a valve is moreover arranged in at least one of the channels for controlling the flow direction of the operating fluids therethrough, the cover can be made suitable with comparatively few modifications for use in different configurations of the combustion engine.

The cover preferably has at least one dividing wall arranged between the front surface and the rear surface and substantially parallel thereto. The channels can thus be arranged in the cover in layers separated by the wall, whereby the structure of the cover is greatly simplified.

When the cylinders are disposed in a V- formation, the connecting parts can be situated on the outer ends of the engine block. When conversely the cylinders are disposed in-line, at least a number of the connecting parts is preferably situated on the side of the engine block.

As auxiliary equipment can be arranged at least one supercharging unit and at least one lubricant unit. The flexibility of the engine is herein increased when the supercharging unit comprises a seat for fixing to one of the connecting parts and supporting at least one turbo-compressor, in which seat are arranged channels connecting the turbo-compressor to the conduits in the engine block. Different types of turbo-compressor can thus be used for supercharging of the engine without large modifications of the engine block being necessary for this purpose. From considerations of production technique it is recommended to embody the seat as a single casting and to recess the channels therein. The seat can further comprise at least one heat exchanger connected to a cooling system of the engine and prefera¬ bly forming a module arranged releasably in the casting. The lubricant unit preferably comprises at least one heat exchanger connected to a cooling system of the engine and at least one filter element placed in series therewith. For optimum control of the temperature of the lubricant the lubricant unit is preferably further provided with a bypass line running along the heat exchanger and closable by a controllable valve. In order to prevent blockage of the lubricant unit, this latter preferably comprises a plurality of independently switchable filter elements placed in parallel. The

filtering capacity can thus be adapted to the degree of contamination of the lubricants, while a filter element can moreover be replaced during operation of the engine. In order to simplify the construction of the lubricant unit this latter is preferably provided with at least two substantially identical mounting parts co-acting with the connecting parts. The lubricant unit can thus be mounted on the engine block in different ways, whereby the flow direction through the lubricant unit can always be the same.

An exhaust gases conduit system for connecting to the supercharging unit can further be arranged as auxiliary equipment, wherein the connecting parts intended therefor are arranged symmetrically relative to the cylinders. In this manner the supercharging unit and the lubricant unit can simply change position in the case of a switch-over from a stationary engine to a propulsion engine, wherein the exhaust gases conduit system is rotated a half-turn. From considerations of symmetry the engine block can, when it has at an outer end a space for accommodating a camshaft drive, herein have a protruding part corresponding therewith on the opposite outer end.

The invention further relates to an engine block, a cover embodied as casting, a supercharging unit, a lubricant unit and an exhaust gases conduit system, each of which is intended for use in a combustion engine as described above.

Finally, the invention relates to a method for manufacturing a combustion engine, wherein an engine block is manufactured, substantially identical connecting parts are arranged at at least two different positions on the engine block, the use of the engine is then deter¬ mined and, subject thereto, an auxiliary device is con¬ nected to at least one of the connecting parts. The invention will now be elucidated on the basis of a number of embodiments, wherein reference is made to the annexed drawing, in which:

Fig. 1 is a perspective view with exploded parts of a combustion engine according to a first embodiment of the invention for use as propulsion unit;

Fig. 2 is a view corresponding with fig. 1 of a combustion engine intended for stationary use;

Fig. 3 is a schematic perspective view showing the path of the operating fluid flows in the engine of fig. 1;

Fig. 4 is a view corresponding with fig. 3 showing the flows in the engine of fig. 2;

Fig. 5 is a perspective detail view according to arrow V in fig. 1;

Fig. 6 is a perspective detail view according to arrow VI in fig. 2; Fig. 7 is a perspective view of the released pump cover,-

Fig. 8 is a partly sectional front view of the pump cover of an engine intended as propulsion unit as according to arrow VIII in fig. 7,- Fig. 9 is a sectional view along the line IX-IX in fig. 11;

Fig. 10 is a sectional view along the line X-X in fig. 11;

Fig. 11 is a section along the line XI-XI in fig. 10;

Fig. 12 is a partly sectional top view according to arrow XII-XII in fig. 9;

Fig. 13, 14 and 15 are sections corresponding with fig. 8, 9 and 10 of the pump cover of a combustion engine intended for stationary use;

Fig. 16 shows a section through the lubricant unit taken along the line XVI-XVI in fig. 5;

Fig. 17 shows a partly cut away side view of the lubricant unit according to arrow XVII in fig. 16; Fig. 18 is a perspective view with exploded parts of the supercharging unit;

Fig. 19 shows a partly cut away top view of the supercharging unit according to arrow XIX in fig. 18;

Fig. 20 shows a section along the line XX-XX in fig. 19;

Fig. 21 shows a section along the line XXI-XXI in fig. 19; Fig. 22 is a perspective view of a released end cover according to arrow XXII in fig. 1;

Fig. 23 is a partly sectional front view of the end cover according to arrow XIII in fig. 22;

Fig. 24 shows a section along the line XIV-XIV in fig. 22;

Fig. 25 and 26 are views corresponding with fig. 23 and 24 of the end cover for use in a combustion engine for stationary use;

Fig. 27 is a perspective view of a second embodiment of the engine according to the invention for use as propulsion unit; and

Fig. 28 is a view corresponding with fig. 27 of an engine intended for stationary use.

A combustion engine 1 (fig. 1) is provided with an engine block 2 with a plurality of cylinders (not shown) accommodated therein. The cylinders disposed in a V- formation are each provided with a cylinder head which is covered by a valve cover 3 and to which are connected an intake air conduit 4 and an exhaust gas conduit 5. The outlets 5 all debouch in a collective exhaust gases conduit system arranged in an insulating housing 6. The engine 1 is provided on one end FS with a flywheel 7 arranged on its crankshaft (not shown) and with a housing 8 in which is accommodated a drive mechanism for the camshafts which is operated by the crankshaft. On the outer end PS located opposite flywheel 7 the engine 1 is provided with a pump cover 9 in which are arranged an oil pump 10, a low temperature cooling water pump 11L and a high temperature cooling water pump 11H. Pump cover 9 is herein arranged partially under an overhanging portion 12 of engine block 2, which overhanging portion 12 has dimensions corresponding with those of housing 8. Thus is achieved that engine block 2 is practically symmetrical

in relation to a line S, whereby it becomes possible to place the insulating housing 6 thereon in two different positions.

The engine 1 is further provided with a supercharging unit 13 consisting of two turbo-compressors 14, and a so-called seat 15 which is connected thereto and in which is arranged inter alia a heat exchanger or interstage cooler. On the opposite side PS the engine is provided with a lubricant unit 16 accommodating one or more cooling and filter circuits and thermostats. Engine block 2 has on its outer ends FS, PS respectively two substantially identical connecting parts 17, 18 respectively on which the supercharging unit 13 and the lubricant unit 16 can be arranged. For this purpose the seat 15 of the supercharging unit 13 has a corresponding connecting surface 24, while lubricant unit 16 has two substantially mirror-symmetrical connecting surfaces 23. The exhaust housing 6 is directed with its outflow end E to the supercharging unit 13 and the outer ends 22 (fig. 2) of the double exhaust gases conduit system arranged therein are connected to the connections 21 of tubo- compressors 14. The exhaust housing 6 is therein arranged on identical connecting parts on the exhaust gases conduit system which are arranged symmetrically in relation to line S. The shown embodiment of engine 1 is suitable for building into a ship as propulsion unit because the supercharging unit 13 is placed on the flywheel side FS of engine 1 and the lubricant unit 16 on the pump side PS located opposite. When a similar engine 1 must be used as stationary drive, for instance for a generator, it is desired that the supercharging unit 13 be arranged not on the flywheel side FS but on the pump side PS (fig. 2) . The lubricant unit 16 can then be placed on the flywheel side FS. The supercharging unit 13 is then arranged with the connecting surface 24 of its seat 15 against the connecting part 18 of engine 1, while lubricant unit 16 is placed with its connecting surface 23 against the

connecting part 17 on the other side of engine 1. The exhaust housing 6 is herein rotated a half-turn and fixed once again onto the identical connecting parts on the exhaust gases conduit 19 and 20, whereby the exhaust gases thus flow to the pump side PS instead of to the flywheel side FS.

As is usual, engine 1 has a cooling system and a lubricating system. A plurality of conduits are arranged for this purpose in engine block 2. In order to also include the auxiliary equipment in the cooling and lubricating system, the connecting parts are provided with connecting points for conduits present in the auxiliary equipment and these connecting points are themselves connected to the conduits of the cooling and lubricating system present in the engine. These conduits are arranged as far as is possible in engine block 2 in order to make the installation work for assembly of the engine as simple as possible. In preference parts of the conduits and connecting points are integrated in each case into a single casting, whereby installation work iε limited still further. In order to make such a casting suitable for use in different configurations of the engine with different auxiliary equipment placed at different locations, at least a number of the connecting points can be closed, while the conduits are moreover provided with means for controlling the flow direction therethrough. This can be seen in fig. 3 and 4, where the path of the coolant and lubricant flows is shown respectively for the engine of fig. l used for propulsion and the engine of fig. 2 in stationary disposition.

In the case of the propulsion engine (fig. 3) oil is carried by the oil pump 10 forming part of the pump cover 9 via a conduit 25 up to a connecting point 26 of lubricant unit 16. In lubricant unit 16 a part of the oil is guided by means of a thermostat-controlled tap 27 via a circuit 28 through a heat exchanger 37 and there cooled, while the remainder of the oil runs with the cooled oil from the circuit 28 through a filter 29 and

then leaves lubricant unit 16 at the position of a connection 30. The oil flows therefrom through a conduit 62 arranged outside pump cover 9 to a connection 31 and then reaches a connection 51 through a conduit 50 integrated into pump cover 9 and through a kneebend connected thereto. The filtered and cooled oil is guided therefrom via a conduit 56 running through a carter 60 into engine block 2 to lubricate the different moving parts of the engine. The oil is eventually collected in carter 60 and once again carried up therefrom by oil pump 10.

The flow of the oil through lubricant unit 16 is shown in more detail in fig. 16. Here can be seen how the lubricant unit 16 consists of a housing 61 in which are arranged the heat exchanger 37 and filter 29. The heat exchanger herein comprises two pipe packages, each of which is formed by a plurality of parallel tubes 63 which are arranged between end flanges 64 and through which the coolant can flow. Tubes 63 are further mutually connected by cooling fins 65 which form flow channels for the oil for cooling. The pipe packages 63 are placed in two chambers 66 and 67 of the heat exchanger, which chambers are mutually separated by a dividing wall 68 in which is arranged a through-flow aperture 69. Pipe packages 63 are mutually joined by a connecting channel

70 which is bounded by a cover 88 arranged on housing 61. Through this cover 88 the components of the heat exchanger are easily accessible for servicing or replacement. The oil for filtering and/or cooling flows via connection 26 into the housing 61 of lubricant unit 16. The position of the adjustable valve, in the shown embodiment a thermostat-controlled tap 27, determines which part of the oil flows directly via a passage opening 73 to filter 29 and which part is carried to chamber 67 via a channel 71 which runs round the inlet and outlet openings 26 and 38 of heat exchanger 37. The oil in chamber 67 flows between the cooling fins 65 along the pipe package 63 and is cooled by the coolant flowing

through tubes 63. The oil subsequently flows through aperture 69 in dividing wall 68 to chamber 66 where the oil once again flows along pipe package 63 and is thus cooled still further. The oil then leaves heat exchanger 37 via opening 72 and flows along the thermostat- controlled tap 27 to filter 29.

This filter 29 likewise comprises a housing 74 in which is arranged a plurality of receiving spaces 82 mutually separated by walls 89. An annular filter element 75 is arranged in each of the receiving spaces 82 which are each closed by an associated cover 81. The oil for filtering flows from tap 27 via a space 76, which is closable by means of a closing element 77, to a channel which runs along filter elements 75 and which is connect- ed to filter elements 75 via respective branch lines 78, 79 and 80. The oil subsequently flows in radial direction through filter units 75 into the space between filter units 75 and dividing walls 89. The filtered oil flows therefrom to a collection channel 84 (fig. 17) , from where it flows to the drain aperture 30. The channels 83 and 85 which join the filtering spaces 82 to the collec¬ tion channel 84 are each separately closable. For this purpose the filter 29 comprises three valves 86 (only two of which are shown here) which can each be operated separately by a collective control rod 87. One of the three valves 86 can be closed as desired by displacing control rod 87, whereby the associated filter element 75 no longer forms part of the filtering circuit. By for instance removing the associated cover 81 this filter element can then be taken out of filter housing 74 and be cleaned or replaced. Valves 86 and control rod 87 are formed such that it is not possible to close all three valves 86 simultaneously. Unintended interruption of the oil circuit through the engine is thus prevented at all timeε. For the same reason the closing element 77 is embodied such that, when it occupies a position such that the space 76 to the filter elements 75 is closed, a

bypass channel 90 is simultaneously opened which connects the feed space 76 directly to the drain aperture 30.

When the engine is used as stationary engine in a DPP arrangement, the lubricant unit 16 is situated on the flywheel side FS of the engine (fig. 4) and the oil must therefore be transported by the oil pump 10 from the pump side PS to the flywheel side FS. For this purpose the pump 10 is connected to an external conduit 52 which transposes at the position of connection 31 into the part of the conduit 50 already shown in fig. 3 which is inte¬ grated into pump cover 9. On the underside of pump cover 9 the oil is then transported via a conduit 53 likewise integrated therein in transverse direction of engine block 2 and is eventually carried to a connection 47 via an external conduit. The oil is carried therefrom through a conduit 46 running through carter 60 to the flywheel side FS of the engine and there carried via a transverse conduit 54 and a standing conduit 55 to the connection 26 of lubricant unit 16. Here the oil runs through the same cooling and filtering circuits as described above. It is noted herein that the position of the lubricant unit 16 is the same in both cases and, in contrast to for in¬ stance the exhaust housing 6 or the supercharging unit 13, this unit is therefore not rotated through a half- turn when fixed to another connecting part. From the lubricant unit 16 the filtered and cooled oil is guided via a vertical conduit 44, an angle piece 45 and a con¬ duit 56 running through carter 60, wherefrom the oil is guided along the moving parts of the engine itself. Two separate systems are present for the coolant, a low temperature system and a high temperature syεtem. In the case of the propulsion engine of fig. 3 the low temperature cooling system is operated by a low temperature cooling water pump 11L which pumps the cooling water via a tap 32 into a conduit 33, through which the coolant is transported from the pump side PS to the flywheel side FS of the engine block. The coolant there flows through a heat exchanger 34 arranged in the

seat 15 of the supercharging unit 13. The heat exchanger 34 forms the second stage of the so-called interstage cooler 96 in which the intake air compressed by the turbo-compressors 14 iε cooled in two steps from roughly 200°C to about 50°C in order to increase the air density and therewith the oxygen content of the intake air. From the heat exchanger 34 the coolant subsequently flows back through a conduit 35 to the pump side PS of the engine where it is guided via a conduit 57 integrated into pump cover 9 and a short external kneebend to a connection 36 of the lubricant unit 16. In lubricant unit 16 the coolant runs through heat exchanger 37, wherein the oil is cooled in circuit 28. The coolant then flows via connecting point 38 and a conduit partly integrated into pump cover 9 back to the tap 32 and subsequently along a plurality of thermostat-controlled taps 39 via a return conduit 40 to the low temperature coolant pump UL. These thermostat-controlled taps 39 determine which part of the coolant is suitable for immediate further use and which part must be further cooled in an external cooling unit.

In the case of the engine intended for stationary use (fig. 4), the low temperature coolant is guided via pump 11L to tap 32, which now occupies a different position. This liquid is then guided through a standing conduit integrated into pump cover 9 to the heat exchanger 34 of the εupercharging unit 13 and carried via a partly external conduit 41 and a conduit 57 integrated into a pump cover to the conduit 35, through which the liquid is carried to the flywheel side FS of the engine. The part of conduit 35 inclining in upward direction there connects onto the connecting point 36 of lubricant unit 16 where the coolant then once again runs through circuit 37 and leaves the unit at 38. The coolant is subεequently carried back through conduit 33 to the pump side PS of the engine and then transported via tap 32 and thermostat-controlled taps 39 to the return conduit 40 which iε likewise integrated into pump cover 9. In this

situation the flow direction in conduit 33 and 35 is thus opposed to that in the case of the propulsion engine.

The high temperature cooling system is operated by the high temperature cooling water pump 11H from which the coolant is pumped via a connection 184 into the actual engine cooling system (fig. 3) . After passing through the engine the high temperature coolant is col¬ lected in connecting points 42 and 43 of the supercharg¬ ing unit 13 and then guided through a heat exchanger 58. This heat exchanger 58 is the first stage of the inter- εtage cooler 96 where the compressed intake air is cooled from about 200°C to roughly 100°C. From heat exchanger 58 the high temperature coolant runs via conduit 44 and a U- tube 45 to the transverse conduit 54 and subsequently through conduit 46 to the connection 47, from where at least a part of the coolant is returned via a plurality of thermostat-controlled taps 48 to the pump 11H via the conduit 49 integrated into the pump cover. The conduit 46 and connection 47 used herein are, as discussed above, are in use as oil conduit in the stationary embodiment of the engine.

In the stationary embodiment of the engine (fig. 4) the high temperature cooling water is pumped through the engine again by the pump 11H and the connection 41 and eventually arrives on the pump side in the connection 42 and 43 of the supercharging unit 13, from where the coolant flows once again via the heat exchanger 58 and eventually via an external conduit 59 to the thermostat-controlled taps 48 and a part of which is guided back therefrom to pump 11H.

As stated, the supercharging unit 13 comprises a seat 15 which can be mounted on one of the connecting parts 17, 18 and on which the turbo-compressors 14 are arranged. Seat 15 is embodied as a single casting 94 and has channels arranged therein which can be connected to the conduits in engine block 2 in order to incorporate the turbo-compressors 14 in the cooling and lubricating system of the engine. Further arranged in seat 15 is a

two-stage interstage cooler 96 (fig. 18) which is joined to the cooling system of engine 1. The interstage cooler 96 is embodied as a module which is accommodated releas¬ ably in the casting 94. The latter comprises for this purpose a U-shaped recess 95 which is closed at the rear by a cover 97 and on the side by a cover 98. As stated, the interstage cooler 96 comprises a first stage in the form of the heat exchanger 58 connected to the high temperature cooling syεtem of engine 1 and a second stage formed by heat exchanger 34 which is connected to the low temperature cooling system of engine 1. The compressed intake air, which flows from the turbo-compressors 14 via suction pipes 131 and 132 and a channel 135 formed in cover 97 (fig. 19) to the interstage cooler 96, is cooled therein in two steps from about 200°C to roughly 50°C. The cooled compressed air is thereafter blown through a channel 136 into an intake air collection space 91 in engine block 2.

The heat exchangers 34, 58 are each formed by a plurality of parallel tubes 159 which are arranged be¬ tween perforated end flanges 161 and 163 and optionally supported by intermediate flanges 162. The end flange 163 is divided by means of two ribs 139, 140 into four con¬ necting quadrants 163A, B, C and D. The inside of cover 98 is divided in similar manner into four quadrants and can be connected in liquid-tight manner to the end flange 163. Connecting quadrant 163A is connected to an opening 104 in cover 98 which is connected via an external con¬ duit 134 to an opening 99 in casting 94. The opening 99 for ε in turn the outlet opening of a channel 137 (fig.

19) which is arranged in casting 94 and which is provided with three feed openings 42, 43 and 143. The high temper¬ ature cooling water coming out of the openings 92 and 93 (fig. 6) in the engine block 2 flows through openings 42 and 43 into the channel 137, while opening 143 iε con¬ nected to a return conduit 142 for coolant coming from the turbo-compressors 14 (fig. 21) . The coolant at high temperature thus flows out of channel 137 via conduit 134

to the connecting quadrant 163A and therefrom through the upper part of heat exchanger 58. At the position of the end flange 161 the conduits 159 are mutually connected such that a plurality of return conduits is formed which debouch in the quadrant 163C. The coolant flows therefrom back to engine block 2 via an opening 105 in the cover 98, an external conduit 164 (fig. 3), an opening 108 and an outlet opening 138 in casting 94 (fig. 20) .

As already stated, the second stage 34 of the inter-stage cooler 96 is connected to the low temperature cooling system of the engine. For this purpose the cover 98 has two connections 119 and 120 which are joined respectively to a feed conduit and a drain conduit for coolant at low temperature. The coolant at low tempera- ture flows out of connection 119 via the quadrant 163B into the heat exchanger 34 and eventually leaves this latter via quadrant 163D and subsequently flows back to engine block 2 via connection 120.

Further arranged in the casting 94 of seat 15 are channels through which the turbo-compressors 14 can be connected onto the cooling and lubricating system of engine 1. The turbo-compresεors 14 are herein mounted on supportε 129, 130 respectively. Openings 146, 151 and 153 respectively 146, 152 and 154 are arranged in these supports. These openings are connected via channels in seat 15 to openings 144, 147, 148, 157 and 158 in the connecting surface 24 of seat 15, which openings are in turn connected to openings arranged in the connecting part 17 or 18 of the engine, whereof only the (compara- tively large) cooling water openings 92, 93 and 165 are shown here (fig. 6) . Turbo-compresεors 14 are connected to the cooling syεtem of engine 1 via a supply aperture 144 for coolant which is connected over a conduit 141 to the openings 145 and 146 in supports 129 and 130. The coolant flowing through the turbo-compresεorε is returned to the engine via a return conduit 142 which is connected to seat 15 and debouches in opening 143, out of which the coolant flows into conduit 137. The connection between

turbo-compressorε 14 and the lubricating εystem of the engine is formed by the oil supply openings 147 and 148 which debouch via respective channels 149 and 150 re¬ cesεed into casting 94 into openings 151 and 152 in supports 129 and 130. The oil flowing back from turbo- compressors 14 is admitted into casting 94 via openings 153 and 154 and subsequently carried via drain conduits 155 and 156 to outlet openings 157 and 158 in the con¬ necting surface 24. The pump cover 9 is shown in more detail in fig. 7. It consists of a single casting with a front surface 199 and a rear εurface 198 located oppoεite and placed againεt engine block 2. Arranged in the front and rear εurface 198, 199 are openings which are connected to conduits in engine block 2, external conduits and pumps and between which are arranged channels recessed into the casting. Further arranged in the casting of pump cover 9 is a plurality of dividing walls 166 which run substan¬ tially parallel to the front and rear surface and which divide the pump cover 9 into a plurality of layers in which the channels are recessed. Arranged in the front surface 199 of pump cover 9 are three openings 168, 182 and 192 in which respectively the pump 11L for low tem¬ perature cooling water, the pump 11H for high temperature cooling water and the oil pump 10 can be accommodated. These pumps can be mounted to pump cover 9 by means of mounting flanges 167, 181 and 191. The pumps protrude in the pump cover 9 and are driven by a tooth wheel , toothed belt or chain connected to the crankshaft of engine 1. The low temperature coolant pump 11L serves to circulate the low temperature cooling water through the pump cover 9 and subsequently the engine block 2. In the embodiment of engine 1 shown in fig. 3, which is intended as propulsion unit, the low temperature coolant is pumped through an opening 169 in the pump cover and subsequently carried to the valve 32 via a channel 170 running trans¬ versely through the cover. This valve 32, which has two positionε, serves to control the flow direction of the

coolant through pump cover 9 and engine 1. In the posi¬ tion shown in fig. 10 the low temperature coolant iε pumped through conduit 33 (fig. 3) into the engine block 2 via an outlet opening 178 in the rear surface 198 of pump cover 9. The coolant flows therefrom through the heat exchanger 34 of the supercharging unit 13 and is subsequently carried back to pump cover 9, where it enters through an opening 177 in the rear surface 198. The low temperature coolant is then guided via the inter- nal conduit 57, which runs along the rear surface 198, via an opening in dividing wall 166 to a channel 175 and therefrom through an outlet opening 174 to a kneebend 200 (fig. 3) which is connected to the lubricant unit 16. From lubricant unit 16 the coolant is carried back via a kneebend 201 to an intake opening 173 in the front sur¬ face 199 of pump cover 9 and subsequently via a conduit 172 through an opening in dividing wall 166 to a conduit 171 and therefrom to the thermostat-controlled taps 39 via the valve 32. From the thermostat-controlled taps 39 a part of the coolant is carried via outlet openings 179 to an external heat exchanger and the remainder is re¬ turned via a conduit 180 running in transverse direction through the pump cover to a connection for an external conduit 203 which leads to the pump 11L. The high temperature liquid pump 11L pumps coolant at high temperature via an opening 184 in the front surface 199 of pump cover 9 into a conduit 185 which debouches into a distribution chamber 186, from which the high temperature coolant flows to the engine block 2 via openings 187, 188 in the rear surface 198. The high temperature coolant flowing back out of the engine block 2 arrives from the connection 47 (fig. 3) via a kneebend in an intake opening 197 in the underside of the pump cover (fig. 9) , from where the coolant flows via channel 190 to the thermostat-controlled taps 48.

Here a part of the high temperature coolant is guided via outlet openings 191 to an external heat exchanger, while

the remainder is carried via a collection chamber 183 to an external conduit 204 connected to pump 11H.

The oil pump 10 finally pumps oil, which comes from the lubricant unit 16, via an external conduit to the opening 31 of pump cover 9, from where the oil flows via conduit 50 to an outlet opening 93 arranged in the underside of the pump cover and an opening 195 likewise arranged in the underside is herein closed by means of a plug 194. The oil flows out of opening 193 into engine block 2 via a kneebend and a connection 51.

When the engine is intended for stationary use, some of the channels arranged in pump cover 9 are closed and the flow direction is changed by displacing the valve 32 (fig. 13, 14, 15) . Coolant at low temperature is herein now pumped upward out of pump 11L through channel 171 via opening 169 and conduit 170 and subsequently guided via an opening in dividing wall 166 to channel 172, from where the liquid leaves the pump cover 9 via the opening 173 and is guided to the heat exchanger 34 of the supercharging unit 13. The coolant at low temperature which flows back is eventually guided via opening 174 and channels 175 and 57 to the engine again at the rear through an opening 177 to the conduit 35 (fig. 4) . The coolant which is eventually guided back from lubricant unit 16 is carried via the opening 178 on the rear of the pump cover through the space 176 to the thermostat-con¬ trolled taps 39 and then partially back again to the pump via the collection conduit 182. The high temperature coolant is admitted into the engine in the same manner as in the case of the pump cover 9 for the propulsion en¬ gine, but the coolant at high temperature returning from the engine intended for εtationary use is guided via an opening 189 in the front surface 199 (which is plugged in the other variant of the engine) to the space 190 and partially therefrom via the thermostat-controlled taps 48 back again to the collection conduit 183. The opening 197 in the bottom of space 190 is provided in this embodiment with a plug 202. The oil is pumped in this embodiment

directly from pump 10 via the connection 31 into the conduit 50. The oil flows therefrom through the horizon¬ tal conduit 53 to an outlet opening 195 while outlet opening 193 is closed by means of a plug 196. From outlet opening 195 the oil then flows via a kneebend to the connection 47 in the bottom of engine block 2 and there¬ from to the lubricant unit 16.

It can thus be clearly seen how, by covering or leaving clear a number of openings and by switching a single valve, the pump cover 9 can be made suitable for use in engines with very varying coolant and lubricant flows. This resultε in a considerable saving on manufac¬ turing and stock costs. Moreover, as a result of the simple structure of the pump cover with one or more dividing walls and channels arranged in layers, the pump cover can be manufactured at comparatively low cost.

Arranged in similar manner on the flywheel side FS is an end cover 205 which is likewise provided with internal channelε which are suitable for different flow directions of the coolants and lubricants. End cover 205 is provided with a central opening 206 through which a power take-off can be connected to the flywheel (fig. 22) . Arranged in cover 205 are substantially saddle- εhaped conduitε 215 and 216 which enclose the crankshaft of the engine. A horizontal channel 54 and a vertical channel 44 are further arranged in the casting. The use of this end cover 205 is as follows. When engine 1 is used as propulsion unit (fig. 23 and 24), an opening 212 on the upper side of the horizontal channel 54 is sealed by meanε of a plug 213. Openingε 209, 210 located on the underεide of the caεting 205 are joined by means of a bend 45. Through this bend 45 flows coolant at high temperature which flows out of the heat exchanger 58 of the supercharging unit 13 via an opening 207 in the end cover 205 and subsequently via channel 44 and a space 208 connected thereto to the bend 45. The high temperature coolant flows therefrom via the channel 54 and an outlet opening 211 to the channel 46 in the bottom of the engine

block 2 (fig. 3) . The coolant at low temperature which is guided to the heat exchanger 34 of the supercharging unit 13 flows via an opening 217 located on the rear side 222 of the casting 205 facing toward the engine block into the channel 215 and therefrom via an opening 219 located on the front side 221 facing away from the engine block to the connection 119 of the supercharging unit 13. The coolant flowing back from the supercharging unit 13 then flows inside the end cover 205 via the opening 220 on the front side 221 of end cover 205 and flows through channel 216 to an outlet opening 218 on the rear side 222 of the end cover 205. Therefrom the coolant at low temperature flows back through the conduit 35 (fig. 3) .

With the use of the engine 1 as stationary power source the opening 210 is sealed by means of a plug 214. The bend 45 disappears. The opening 212 is open. Coolant at low temperature now flows out of conduit 35 in the bottom of the engine block 2 through the opening 218 into conduit 216 and flows upward therefrom to the opening 220, wherefrom the coolant flows through the lubricant unit 16 (fig. 4) . The coolant flowing back out of the lubricant unit 16 again runs via opening 219 through channel 215 and therefrom through opening 217 into the engine block to the conduit 33. The channels 44 and 54 serve in this application to transport lubricants. In this embodiment the oil enters the channel 44 through opening 211 and leaves this channel through opening 212, wherefrom it flows into a standing conduit 55 and there¬ from to the lubricant unit 16. The filtered and cooled oil from the lubricant unit 16 then flows through opening

207 into channel 44 and flows therefrom via connection

208 and the opening 209 to a conduit 56 running in the bottom of the engine block. Again can be seen how, with a number of small modifications, the end cover 205 can be made suitable for through-flow in different directions, even of different operating fluids. Like pump cover 9, the end cover 205 can also be manufactured in simple manner and at low cost.

As thus shown, in the case of the propulsion engine of fig. 3 both the high and low temperature coolant are transported through conduits in the engine block 2 and the carter 60 along the whole length of the engine between the pump side and the flywheel side, while the oil is used only on the pump side and is circulated therefrom further through the engine. Conversely, in the stationary embodiment the oil and the low temperature cooling water are transported through conduits between both ends of the engine, while the high temperature coolant iε used only on one side of the block and of course in the engine itself. The flow direction through the conduits thus varies with the different applications of the engines. The above embodimentε relate to engineε with the cylinders in V-formation. When however the cylinders are disposed in-line, the auxiliary equipment does not necessarily have to be arranged on the outer ends of the engine block but a side of the engine block can also be used for installation of auxiliary equipment. To this end an in-line engine 101 according to the invention (fig. 27) also has, in addition to two connecting parts 117, 127 respectively on the ends of engine block 102, two connecting parts 118, 128 respectively on the side of block 102. In the shown embodiment the supercharging unit 113 is arranged with its seat 115 on the connecting part 117 on the flywheel side FS of engine 101 while the lubricant unit 116 is arranged on the connecting part 118 on the side of engine block 102 in the vicinity of the pump side PS. The supercharging unit 113 is herein fur¬ ther connected along a conduit 126 to an air box 125 for the interstage cooler for compressed intake air, which is likewise fixed to the side of engine block 102. When engine 101 is intended for εtationary uεe the supercharg- ing unit 113, the lubricant unit 116 and the air box 125 again change places, while the latter portion of exhaust housing 106 is rotated a half-turn (fig. 28) .

Although the pump cover and end cover embodied as casting, the supercharging unit with its seat embodied as casting and the lubricant unit are described above in relation to a very specific combustion engine whereof the engine block is suitable for incorporating particular auxiliary equipment at different positions, it will be apparent to the skilled person that, while still retain¬ ing the structural advantages associated therewith, these components can also be applied in conventional engines suitable for only a single configuration.