JPH081151B2 - Boa Cooling Cylinder Liner - Google Patents
Boa Cooling Cylinder LinerInfo
- Publication number
- JPH081151B2 JPH081151B2 JP61031074A JP3107486A JPH081151B2 JP H081151 B2 JPH081151 B2 JP H081151B2 JP 61031074 A JP61031074 A JP 61031074A JP 3107486 A JP3107486 A JP 3107486A JP H081151 B2 JPH081151 B2 JP H081151B2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder liner
- engine
- sliding surface
- temperature
- effective pressure
- 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.)
- Expired - Fee Related
Links
- 238000001816 cooling Methods 0.000 claims description 23
- 238000002485 combustion reaction Methods 0.000 claims description 13
- QAOWNCQODCNURD-UHFFFAOYSA-N Sulfuric acid Chemical compound OS(O)(=O)=O QAOWNCQODCNURD-UHFFFAOYSA-N 0.000 description 18
- 239000000446 fuel Substances 0.000 description 10
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 description 9
- 229910052717 sulfur Inorganic materials 0.000 description 9
- 239000011593 sulfur Substances 0.000 description 9
- 230000007423 decrease Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 238000005260 corrosion Methods 0.000 description 2
- 230000007797 corrosion Effects 0.000 description 2
- 238000005553 drilling Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 230000001050 lubricating effect Effects 0.000 description 2
- 239000010687 lubricating oil Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- LSNNMFCWUKXFEE-UHFFFAOYSA-N Sulfurous acid Chemical compound OS(O)=O LSNNMFCWUKXFEE-UHFFFAOYSA-N 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- AKEJUJNQAAGONA-UHFFFAOYSA-N sulfur trioxide Inorganic materials O=S(=O)=O AKEJUJNQAAGONA-UHFFFAOYSA-N 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Chemical compound O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- 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
- F02F1/00—Cylinders; Cylinder heads
- F02F1/004—Cylinder liners
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Pistons, Piston Rings, And Cylinders (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は内燃機関用ボアクーリング式シリンダライナ
に関する。TECHNICAL FIELD The present invention relates to a bore cooling type cylinder liner for an internal combustion engine.
（従来の技術） 第５図に従来のボアクーリング式シリンダライナ１の
要部断面図を示す。シリンダライナ１の摺動面と冷却水
を流す冷却孔２との距離ｘは、従来機関最大出力時にシ
リンダライナ摺動面４の温度が適正であるように決定さ
れ、使用出力範囲が異なる機関に対しても機関最大出力
仕様機関と同じシリンダライナが使用されていた。(Prior Art) FIG. 5 shows a sectional view of a main part of a conventional bore cooling type cylinder liner 1. The distance x between the sliding surface of the cylinder liner 1 and the cooling hole 2 through which the cooling water flows is determined so that the temperature of the cylinder liner sliding surface 4 is appropriate at the time of maximum output of the conventional engine, and is suitable for engines with different output ranges. On the other hand, the same cylinder liner as the engine with maximum engine specifications was used.
（発明が解決しようとする問題点） ところがシリンダライナの摺動面温度は機関負荷とり
わけ平均有効圧力に左右されるため、機関の平均有効圧
力が小さくなるに従いシリンダライナの温度は低下す
る。(Problems to be Solved by the Invention) However, since the sliding surface temperature of the cylinder liner depends on the engine load, particularly the average effective pressure, the temperature of the cylinder liner decreases as the average effective pressure of the engine decreases.
従って平均有効圧力が機関最大出力仕様時の平均有効
圧力より小さい低負荷用機関に対しては、シリンダライ
ナの摺動面と冷却孔の距離ｘを機関最大出力時と同じと
したシリンダライナを使用すると、運転時のシリンダラ
イナ摺動面温度が低下しシリンダライナを適正温度範囲
に保つことが困難となる。Therefore, for low load engines where the average effective pressure is smaller than the average effective pressure at the maximum engine output specification, use a cylinder liner with the same distance x between the sliding surface of the cylinder liner and the cooling hole as at the maximum engine output. Then, the temperature of the sliding surface of the cylinder liner during operation decreases, and it becomes difficult to keep the cylinder liner in an appropriate temperature range.
近年、世界的な燃料事情の悪化を反映し、燃料中に含
まれる硫黄分は漸次増加する傾向にあり、又内燃機関自
身も出力率や燃焼効果の向上をはかるために、燃焼室内
のガス圧力を高くする傾向がある。In recent years, the amount of sulfur contained in fuel has been gradually increasing, reflecting the worsening of fuel conditions worldwide, and the internal combustion engine itself is increasing the output rate and combustion effect. Tends to be higher.
これらの傾向はいずれも後述する理由によりシリンダ
ライナ摺動面に於ける硫酸腐食に起因する摩耗量を著し
く増加させる要因となり易い。All of these tendencies tend to be factors that significantly increase the amount of wear due to sulfuric acid corrosion on the sliding surface of the cylinder liner for the reasons described below.
即ち一般的に硫黄分の含有量の多い燃料を使用する内
燃機関においては、その硫黄分がシリンダ内で燃焼の際
に亜硫酸ガスから無水硫酸をへて、ガス中の水蒸気と反
応し硫酸蒸気を発生させるが、これがシリンダ内の温度
の低い個所で凝縮して激しい腐食性を有する液状硫酸と
なり、シリンダライナのピストンリングとの摺動面を腐
食させ、過大な摩耗を発生させる原因となると云われて
いる。That is, generally, in an internal combustion engine that uses a fuel with a high sulfur content, the sulfur content changes from sulfurous acid gas to sulfuric anhydride during combustion in the cylinder, and reacts with water vapor in the gas to generate sulfuric acid vapor. Although it is generated, it is said that this condenses in the place where the temperature in the cylinder is low and becomes liquid corrosive liquid with severe corrosiveness, which corrodes the sliding surface of the cylinder liner with the piston ring and causes excessive wear. ing.
ところがこの時の硫酸露点温度は燃料中に含まれる硫
黄分の量や燃焼室内のガス圧力によって影響されるが、
いずれも高いほど露点温度も上昇する傾向がある。第３
図はその傾向を模式的にグラフで示したものである。こ
のような観点からシリンダライナの硫酸腐食による摩耗
を少なくするためには、該摺動面の温度を出来るだけ高
温に保持する事が望ましい。However, the sulfuric acid dew point temperature at this time is affected by the amount of sulfur contained in the fuel and the gas pressure in the combustion chamber,
The higher the temperature, the higher the dew point temperature. Third
The figure shows the trend in a graph. From this point of view, it is desirable to keep the temperature of the sliding surface as high as possible in order to reduce the wear of the cylinder liner due to sulfuric acid corrosion.
しかるに他面シリンダライナとピストンリングとの間
は潤滑油膜を介して摺動しており、この部の温度がある
限度を超えると急激に潤滑油の潤滑能力が低下して、境
界潤滑や金属接触を生じて機械的摩耗が増加し、甚だし
い場合には焼付きなどの不具合を発生するおそれがあ
る。However, the cylinder liner on the other side and the piston ring slide through the lubricating oil film, and if the temperature of this part exceeds a certain limit, the lubricating ability of the lubricating oil will suddenly decrease, causing boundary lubrication and metal contact. Occurs and mechanical wear increases, and in extreme cases, problems such as seizure may occur.
以上の様なシリンダライナの腐食的な要因による摩耗
と機械的な要因による摩耗の傾向を、ライナの温度をベ
ースにして模式的に示すと第４図のようになる。即ちこ
れら両要因による摩耗の合計であるライナの総合摩耗量
W1＋W2を最低に押えるためには第４図に示すように両要
因による摩耗傾向の兼ね合いで決まる最適温度範囲Ｔに
ライナ摺動面の温度を常に保持する事が最も効果的であ
る。この最適温度範囲Ｔは前述の如く燃料中の硫黄分の
増加や、機関の性能向上に伴う燃焼室内ガス圧力の増加
等によって次第に狭ばめられる傾向にある。The tendency of wear due to corrosive factors and wear due to mechanical factors as described above based on the temperature of the liner is schematically shown in FIG. That is, the total wear of the liner, which is the total wear due to both of these factors.
In order to hold down W 1 + W 2 to the minimum, it is most effective to always keep the temperature of the sliding surface of the liner in the optimum temperature range T determined by the balance of the wear tendency due to both factors as shown in FIG. As described above, the optimum temperature range T tends to be gradually narrowed due to an increase in the sulfur content in the fuel, an increase in the gas pressure in the combustion chamber accompanying the improvement in engine performance, and the like.
本発明の目的は、前記従来装置の欠点を解消し、シリ
ンダライナ摺動面を最適温度範囲内に常に保持し、該部
の総合的摩耗量をより少なく押える事が出来る経済的な
内燃機関用ボアクーリング式シリンダライナを提供する
にある。An object of the present invention is to eliminate the drawbacks of the conventional device, keep the sliding surface of the cylinder liner in the optimum temperature range at all times, and reduce the total wear amount of the portion for an economical internal combustion engine. To provide a bore cooling type cylinder liner.
（問題点を解決するための手段、作用） 本発明のシリンダライナの温度制御方法は、ボアクー
リング式ボアクーリング式シリンダライナは、これに複
数の冷却孔を明ける際に機関の常用負荷に応じてシリン
ダライナ摺動面と冷却孔の距離ｘを変化させて穿孔する
ように構成したものである。従って平均有効圧が機関最
大出力時の平均有効圧力よりも小さくなるに従い、冷却
孔とシリンダライナ摺動面との距離ｘを平均有効圧力に
正比例して小さくして穿孔し、シリンダ摺動面を最適温
度範囲に保ち、シリンダの総合摩耗量を最低にすること
ができる。(Means and Actions for Solving Problems) A temperature control method for a cylinder liner according to the present invention is a boa-cooling type boa-cooling type cylinder liner, in which a plurality of cooling holes are formed according to a normal load of an engine. It is configured such that the distance x between the sliding surface of the cylinder liner and the cooling hole is changed to make a hole. Therefore, as the average effective pressure becomes smaller than the average effective pressure at the time of maximum engine output, the distance x between the cooling hole and the cylinder liner sliding surface is reduced in direct proportion to the average effective pressure, and the cylinder sliding surface is drilled. It is possible to keep the optimum temperature range and minimize the total amount of wear of the cylinder.
（実施例） 以下第１〜４図を参照し本発明の一実施例について説
明する。(Embodiment) An embodiment of the present invention will be described below with reference to FIGS.
第１図は本発明に係る実施例の要部断面図、第２図は
機関のディレーティング線図、第３図は燃料中の硫黄分
と燃焼室内ガス圧力と硫酸露点温度の関係線図、第４図
はライナ摺動面温度と機械的要因による摩耗量W1及び腐
食的要因による摩耗量W2との関係線図である。FIG. 1 is a sectional view of an essential part of an embodiment according to the present invention, FIG. 2 is a derating diagram of an engine, and FIG. 3 is a relationship diagram of sulfur content in fuel, gas pressure in combustion chamber and sulfuric acid dew point temperature, FIG. 4 is a relationship diagram of the liner sliding surface temperature and the wear amount W 1 due to mechanical factors and the wear amount W 2 due to corrosive factors.
近年燃料事情及び経済的理由などにより硫黄含有量の
多い燃料が使用されるとともに、過給等により燃焼室内
ガス圧力の上昇をはかっているため、第３図のように硫
酸露点温度が高くなりつつある。従ってシリンダライナ
摺動面４に硫酸が析出し易い状況となっており、腐食的
摩耗を避けるためには摺動面温度を高温に保持する必要
があるが、摺動面４を高温するとシリンダとピストンの
間のオイルフィルムの生成が弱められ潤滑能力を低下
し、ピストンステック等が発生するおそれがある。In recent years, fuel containing a large amount of sulfur has been used due to fuel conditions and economic reasons, and the gas pressure in the combustion chamber has been increased due to supercharging, etc., so the sulfuric acid dew point temperature is increasing as shown in FIG. is there. Therefore, sulfuric acid is likely to be deposited on the cylinder liner sliding surface 4, and it is necessary to keep the sliding surface temperature high in order to avoid corrosive wear. The formation of an oil film between the pistons is weakened, the lubricating ability is reduced, and piston sticks and the like may occur.
従って安全運転を保ちながら前記両要因による総合摩
耗量（W1＋W2）を最低に押えるためには、第４図に示す
ように最適温度範囲Ｔ内にライナ摺動面の温度を保持す
ることが最も有効であるが、この最適温度Ｔは前述のよ
うに燃料中の硫黄分の増加や、過給率の向上による燃焼
室内ガス圧力の増加等により次第に狭められる傾向にあ
る。本発明はライナ摺動面温度を最適温度範囲に保持す
るように、ボアクーリング式シリンダライナの摺動面か
らの距離を定めたものである。Therefore, in order to keep the total wear amount (W 1 + W 2 ) due to both factors to the minimum while maintaining safe operation, keep the temperature of the liner sliding surface within the optimum temperature range T as shown in FIG. Is most effective, but the optimum temperature T tends to be gradually narrowed due to the increase of the sulfur content in the fuel and the increase of the gas pressure in the combustion chamber due to the improvement of the supercharging rate as described above. The present invention defines the distance from the sliding surface of the bore cooling type cylinder liner so that the temperature of the sliding surface of the liner is kept in the optimum temperature range.
シリンダライナ摺動面温度は、機関負荷とりわけ平均
有効圧力plに左右される。即ち平均有効圧力plが小さく
なるに従いシリンダライナ摺動面温度は低下する。従っ
て平均有効圧力plが機関最大出力仕様の平均有効圧力pl
よりも小さい第２図に示すディレーティング点Ｂで使用
される機関に対するシリンダライナ触火面と冷却孔の距
離ｘを、機関最大出力仕様点Ａの該距離xAと同じシリン
ダライナを使用すると、運転時のシリンダライナ触火面
温度が低下し適正温度範囲を保持することが困難とな
る。The temperature of the sliding surface of the cylinder liner depends on the engine load, especially the average effective pressure p l . That is, the temperature of the sliding surface of the cylinder liner decreases as the average effective pressure p l decreases. Therefore mean effective pressure p l is the engine maximum output specification mean effective pressure p l
If the same cylinder liner is used as the distance x A of the engine maximum power specification point A, the distance x between the cylinder liner firing surface and the cooling hole for the engine used at the derating point B shown in FIG. The temperature of the contact surface of the cylinder liner during operation decreases, making it difficult to maintain the proper temperature range.
本考案では前述のライナ摺動面温度が平均有効圧力pl
に最も左右されることを利用し、ディレーティング点Ｂ
におけるシリンダライナ触火面と冷却孔との距離xBを最
大出力仕様点Ａの同距離xAをもとにして次式により算出
し、冷却孔を穿孔するようにした穿孔方法についての発
明である。In the present invention, the liner sliding surface temperature is the average effective pressure p l.
Derating point B
In the invention of the drilling method for drilling the cooling hole, the distance x B between the cylinder liner touch surface and the cooling hole is calculated by the following formula based on the same distance x A of the maximum output specification point A. is there.
但しplA:最大出力仕様点Ａにおける平均有効圧力 plB:機関のディレーティング点Ｂにおける平均有効圧力 （発明の効果） 本発明は前記のようにシリンダライナの冷却孔の位置
を設定したので、ディレーティング機関のシリンダライ
ナ温度を適正範囲内に保持することが可能となり、シリ
ンダライナの摩耗を最小にしエンジンの耐久性を向上さ
せることができる。 However, p lA : average effective pressure at the maximum output specification point A p lB : average effective pressure at the derating point B of the engine (Effect of the invention) Since the position of the cooling hole of the cylinder liner is set as described above, The cylinder liner temperature of the derating engine can be maintained within an appropriate range, wear of the cylinder liner can be minimized, and engine durability can be improved.
【図面の簡単な説明】 第１図は本発明に係る実施例の要部断面図、第２図は機
関のディレーティング線図、第３図は燃料中の硫黄分と
燃焼室内ガス圧力と硫酸露点温度の関係線図、第４図は
ライナ摺動面温度と機械的要因と腐食的要因による摩耗
量及び両要因による総合摩耗量との関係線図、第５図は
従来のボアクーリング式シリンダライナの要部断面図で
ある。 １……シリンダライナ、３……冷却孔、４……摺動面、
xB……摺動面と冷却孔との距離。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a sectional view of an essential part of an embodiment according to the present invention, FIG. 2 is a derating diagram of an engine, and FIG. 3 is sulfur content in fuel, gas pressure in combustion chamber and sulfuric acid. Dew point temperature relationship diagram, Figure 4 is a liner sliding surface temperature, wear amount due to mechanical factors and corrosive factors, and total wear amount due to both factors. Fig. 5 is a conventional bore cooling cylinder. It is a principal part sectional drawing of a liner. 1 ... Cylinder liner, 3 ... Cooling hole, 4 ... Sliding surface,
x B ... Distance between sliding surface and cooling hole.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 岡部 雅彦 東京都千代田区丸の内２丁目５番１号 三 菱重工業株式会社内 (56)参考文献 実開 昭52−35409（ＪＰ，Ｕ) 特公 昭47−30074（ＪＰ，Ｂ１) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masahiko Okabe 2-5-1, Marunouchi, Chiyoda-ku, Tokyo Sanryo Heavy Industries Co., Ltd. (56) Bibliography 52-35409 (JP, U) JPB 47-30074 (JP, B1)
Claims (1)
ーリング式シリンダライナにおいて、シリンダライナの
摺動面と前記冷却孔の中心との距離xBを、 PlA＝機関の最大出力仕様における平均有効圧力 PlB＝機関のディレーティング点における平均有効圧力 xA＝機関の最大出力仕様点（前記平均有効圧力PlAの
点）におけるシリンダライナ摺動面と冷却孔の中心との
距離 とすると、 に設定してなることを特徴とするボアクーリング式シリ
ンダライナ。1. In a bore cooling type cylinder liner for an internal combustion engine having a plurality of cooling holes, the distance x B between the sliding surface of the cylinder liner and the center of the cooling hole is defined as P 1A = the maximum output specification of the engine. Average effective pressure P 1B = Average effective pressure at the derating point of the engine x A = Distance between the cylinder liner sliding surface and the center of the cooling hole at the maximum output specification point of the engine (the point of the average effective pressure P 1A above) , A bore cooling type cylinder liner characterized by being set to.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61031074A JPH081151B2 (en) | 1986-02-15 | 1986-02-15 | Boa Cooling Cylinder Liner |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61031074A JPH081151B2 (en) | 1986-02-15 | 1986-02-15 | Boa Cooling Cylinder Liner |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62189354A JPS62189354A (en) | 1987-08-19 |
| JPH081151B2 true JPH081151B2 (en) | 1996-01-10 |
Family
ID=12321293
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61031074A Expired - Fee Related JPH081151B2 (en) | 1986-02-15 | 1986-02-15 | Boa Cooling Cylinder Liner |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH081151B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5499969B2 (en) * | 2010-07-14 | 2014-05-21 | 株式会社Ｉｈｉ | Diesel engine cylinder bore corrosion prevention system |
| JP5459503B2 (en) * | 2010-07-14 | 2014-04-02 | 株式会社Ｉｈｉ | Diesel engine cylinder bore corrosion prevention system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5235409U (en) * | 1975-09-03 | 1977-03-12 |
-
1986
- 1986-02-15 JP JP61031074A patent/JPH081151B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62189354A (en) | 1987-08-19 |
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