CN108457763B - Engine cylinder sleeve - Google Patents
Engine cylinder sleeve Download PDFInfo
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- CN108457763B CN108457763B CN201810242725.XA CN201810242725A CN108457763B CN 108457763 B CN108457763 B CN 108457763B CN 201810242725 A CN201810242725 A CN 201810242725A CN 108457763 B CN108457763 B CN 108457763B
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- 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
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- 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)
Abstract
The invention provides an engine cylinder sleeve, and belongs to the technical field of automobiles. The problems that the existing cylinder sleeve is large in expansion amount, a cylinder gasket is difficult to seal, the weight is large, and the fuel economy is affected are solved. This engine cylinder cover becomes cylindricly, and the inside wall of cylinder jacket is the face of cylinder, and the lateral wall of cylinder jacket is the rotatory rotating surface who forms around the axle center of inside wall, forms thickness portion between face of cylinder and the rotating surface, and the thickness size of this thickness portion reduces for from top to bottom. The engine cylinder sleeve can reduce the weight of the cylinder sleeve and simultaneously reduce the expansion amount of the cylinder sleeve.
Description
Technical Field
The invention belongs to the technical field of automobiles, and relates to an engine cylinder sleeve.
Background
The existing engine is light in weight, aluminum alloy cylinder bodies are more and more widely applied, the strengthening degree of the engine is increasingly improved, and the problems of large cylinder hole deformation, easy cylinder pulling, easy pre-ignition, high engine oil consumption, large piston air leakage, difficult sealing of a cylinder gasket and the like are caused.
In order to solve the problems, the following solutions are mainly available:
the aluminum spraying cylinder sleeve has the advantages that the aluminum alloy is sprayed on the outer wall of the cylinder sleeve, so that the binding force with a cylinder body and the heat conduction capability are increased, but due to the equal wall thickness design, the heat deformation resistance and the mechanical deformation resistance are weak, the design of the exposed top surface of the cylinder sleeve is easy to generate large elongation and shortening deformation, the requirement on a cylinder pad is very high, and the fatigue failure of the aluminum alloy of the designed top surface of the cylinder sleeve, which is not exposed out of the top surface, is easy;
secondly, cylinder sleeve-free spraying: the inner wall of the cylinder barrel is sprayed with a layer of metal coating, so that the heat conduction capability is improved, and the cylinder barrel has the characteristics of weight reduction, compact structure, wear resistance, corrosion resistance and the like, but the mechanical deformation is large, so that a low-friction piston ring cannot be well attached to the cylinder barrel.
Thirdly, a needle-punched cylinder sleeve: the existing chinese patent literature discloses a lightweight engine cylinder liner for passenger cars and a preparation method thereof [ application number: CN201410838049.4, the surface of the outer circle of the cylinder sleeve is distributed with pits, the shapes of the pits comprise four shapes of dumbbell shape, upright frustum shape, worm shape and olecranon shape, the pits of the four shapes are randomly distributed on the surface of the outer circle of the cylinder sleeve, the height of the pits of the cylinder sleeve is only 0.25-v1.1mm, and the cooling speed of a blank in the centrifugal casting process of the cylinder sleeve is obviously reduced, so that the metallographic structure is obviously improved, the wear resistance of the cylinder sleeve is improved, and the service life of the cylinder sleeve is prolonged; the binding force and the heat conduction capability of the cylinder body are improved, but the outer wall needling process is too complex, the mold filling parameters are strictly controlled during aluminum alloy casting, and the deformation influence of the existing shallow water sleeve design on the aluminum alloy casting is large.
In addition, although the existing needle-punched cylinder sleeve and aluminum-sprayed cylinder sleeve have the advantages of good bonding force and good heat conductivity, the body has the following problems because the wall thickness is equal:
1. the cylinder body designed by the shallow water jacket can cause large deformation of the cylinder hole, and a series of problems of cylinder pulling, pre-ignition, high engine oil consumption, large piston air leakage and the like can be caused.
2. The cylinder sleeve has large expansion amount, and the cylinder gasket is difficult to seal, thereby influencing the normal operation of the engine.
3. The weight is large, and the fuel economy is influenced.
Disclosure of Invention
The invention aims to solve the problems in the prior art, and provides an engine cylinder sleeve, which aims to solve the technical problems that: how to reduce the weight of the cylinder sleeve and simultaneously reduce the expansion amount of the cylinder sleeve.
The purpose of the invention can be realized by the following technical scheme: the utility model provides an engine cylinder sleeve, the cylinder jacket becomes cylindricly, the inside wall of cylinder jacket is the face of cylinder, its characterized in that, the lateral wall of cylinder jacket is the rotating surface who forms around the axle center rotation of inside wall, form thickness portion between face of cylinder and the rotating surface, the thickness size of thickness portion reduces for from top to bottom.
The cylinder sleeve of the engine is designed to have the wall thickness reduced from top to bottom, and the lower part of the cylinder sleeve is thinner, so that the adverse effect caused by the currently popular shallow water sleeve design can be greatly relieved, and the thermal deformation of a cylinder hole can be favorably reduced; because upper portion is thicker, the cylinder body has a natural supporting role to the cylinder cover, also because the cylinder jacket lower part shortens the influence to the extension of upper portion and weakens, and the overall effect is that the sunken adverse effect of cylinder jacket weakens, exposes the reducible sealed risk of losing efficacy of design of cylinder body top surface to the cylinder jacket like this, does not expose the reducible cylinder jacket upper portion fatigue risk of losing efficacy of design of cylinder body top surface to the cylinder jacket. In addition, the cylinder sleeve adopts the design of variable wall thickness, reduces the weight of the cylinder sleeve while improving the deformation of the cylinder hole, and achieves the effect of reducing the expansion amount of the cylinder sleeve.
In the above-described engine cylinder liner, the thickness of the thick portion is reduced in size in a curve from top to bottom, and the outer sidewall of the cylinder liner is formed with the reduced thickness in the curve. The wall thickness reduced by the curve is adopted, so that the weight of the cylinder sleeve can be effectively reduced, and the problem of large expansion amount of the cylinder sleeve is solved.
In the above-described engine cylinder liner, the thickness dimension of the thick portion is exponentially reduced from top to bottom, and the outer sidewall of the cylinder liner is formed with the thickness reduced by the exponential curve. The cylinder sleeve is characterized in that the wall thickness which is reduced by an exponential curve is adopted, the outer side wall of the cylinder sleeve is a smooth curved surface, namely, a bonding surface which is bonded with the cylinder barrel body is a curved surface, the design is larger than the contact area of the bonding surface which has the same wall thickness trend, the cylinder barrel body supports the cylinder barrel upwards, and the adverse effect of sinking of the cylinder sleeve is effectively weakened.
In the above-described engine cylinder liner, the thickness of the thick wall portion is calculated by the formula:
H1＝CONST1*D/2*(PI*D2/4*S/(n-1))(-k)*(1+Xn)(-k)/σ；
h1 is the thickness of the thick portion of the cylinder sleeve wall, CONST1 is a constant, D is the cylinder diameter, k is an adiabatic index, sigma is the circumferential stress of the cylinder sleeve, S is the total stroke of the piston, n is the compression ratio of the engine, and Xn is the descending distance coefficient of the piston. The wall thickness is designed according to the pressure change when the gas expands to do work, so that the mechanical deformation of the cylinder hole during working can be effectively reduced.
In the above engine cylinder liner, a flange is further formed at the upper end of the outer side wall of the cylinder liner. The design of turn-ups can make the cylinder body have a natural supporting role to the cylinder cover, weakens the sunken adverse effect of cylinder liner, and the design reducible sealed inefficacy risk that the cylinder liner exposes the cylinder body top surface.
In the above-described engine cylinder liner, the wall thickness portion includes an upper section having a first wall thickness, a lower section having a second wall thickness, and a middle section having a smoothly transitionally varying wall thickness joining the upper section and the lower section. By adopting the three-section wall thickness, the weight of the cylinder sleeve can be further reduced, and the effect of reducing the expansion amount of the cylinder sleeve is achieved.
In the above cylinder liner, the first wall thickness is a maximum wall thickness formed at the middle section, and the second wall thickness is a minimum wall thickness formed at the middle section. Such design can make the lateral wall be smooth transition's face, enables cylinder jacket and cylinder body and effectively combines, improves the result of use of cylinder jacket.
In the above cylinder liner for an engine, the calculation formula of the wall thickness of the middle section is as follows:
H1＝CONST1*D/2*(PI*D2/4*S/(n-1))(-k)*(1+Xn)(-k)/σ；
h1 is the wall thickness of the middle section, CONST1 is a constant, D is the cylinder diameter, k is an adiabatic index, sigma is the circumferential stress of the cylinder sleeve, S is the total stroke of the piston, n is the compression ratio of the engine, and Xn is the descending distance coefficient of the piston.
Compared with the prior art, the engine cylinder sleeve has the following advantages:
1. the invention adopts the technical form of the variable-wall-thickness cylinder sleeve, and the wall thickness is designed according to the pressure change when the gas expands to work, so that the mechanical deformation of the cylinder hole during working can be effectively reduced.
2. The lower part of the cylinder sleeve is thinner, so that the adverse effect caused by the current popular shallow water sleeve design can be greatly relieved, and the thermal deformation of the cylinder hole can be reduced; because upper portion is thicker, the cylinder body has a natural supporting role to the cylinder liner, also shortens the influence to weaken because the cylinder liner lower part extends upper portion, and the overall effect is that the sunken adverse effect of cylinder liner weakens, exposes the reducible sealed risk of losing efficacy of the design of cylinder body top surface to the cylinder liner like this, does not expose the reducible cylinder liner upper portion fatigue risk of losing efficacy of the design of cylinder body top surface to the cylinder liner.
Drawings
Fig. 1 is a schematic structural diagram of a first embodiment of the present invention.
FIG. 2 is a schematic structural diagram of a second embodiment of the present invention
In the figure, 1, cylinder liner; 2. an inner sidewall; 3. an outer sidewall; 4. a thickness portion; 41. an upper section; 42. a middle section; 43. a lower section; 5. and (5) flanging.
Detailed Description
The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.
The first embodiment is as follows:
as shown in fig. 1, the cylinder liner of the engine, wherein the cylinder liner 1 is cylindrical, the inner sidewall 2 of the cylinder liner 1 is a cylindrical surface, the outer sidewall 3 of the cylinder liner 1 is a curved surface of revolution formed by rotating around the axis of the inner sidewall 2, a thickness portion 4 is formed between the cylindrical surface and the curved surface of revolution, and the thickness of the thickness portion 4 is reduced from top to bottom.
Preferably, the thickness of the wall thickness portion 4 is reduced in a curved line from top to bottom, and the outer sidewall 3 of the cylinder liner 1 is formed with the reduced thickness of the curved line. The wall thickness which is reduced in a curved manner is adopted, so that the weight of the cylinder sleeve can be effectively reduced, and the problem of large expansion amount of the cylinder sleeve is solved.
Preferably, the thickness of the wall thickness portion 4 decreases in an exponential curve from top to bottom, and the outer sidewall 3 of the cylinder liner 1 is formed with the exponentially decreasing thickness. The wall thickness that is the exponential curve and reduces is adopted, and the cylinder jacket 1 lateral wall 3 then is a smooth transition's curved surface, and the faying face that combines with the cylinder body promptly is the curved surface, and such design is greater than the faying face trend for the area of contact of wall thickness such as equalling, and the cylinder body has upwards to support to the cylinder, has effectively weakened the sunken adverse effect of cylinder liner.
Preferably, the thickness of the wall thickness portion 4 varies with the piston stroke, and specifically, the following is provided:
equation of state of ideal gas
P Vk＝CONST1，
Where P is the in-cylinder gas pressure, V is the in-cylinder volume, CONST1 is a constant, and k is the adiabatic exponent.
It can be seen that under ideal conditions, the pressure of the piston in the downward process is exponentially changed, and to compensate for the change, an exponentially-changed thickness cylinder liner can be adopted, and the specific calculation is as follows
P*D*L＝2*L*H1*σ，
Wherein, P is the pressure of the gas in the cylinder, L is the descending distance of the piston, D is the diameter of the cylinder, H1 is the thickness of the thick wall part 4 of the cylinder sleeve 1, and sigma is the circumferential stress of the cylinder sleeve;
substituting the ideal gas state equation P into the equation:
CONST1*V(-k)*D*L
＝CONST1*(PI*D2/4*S/(n-1)+PI*D2/4*L)(-k)*D*L
＝2*L*H1*σ
wherein, S is the total piston stroke, n is the engine compression ratio, Xn is the piston descending distance coefficient (Xn ═ L/(S/(n-1))), and PI is the circumference ratio.
Then: h1 ═ CONST1 ═ D/2-
(PI*D2/4*S/(n-1)+PI*D2/4*Xn*S/(n-1))(-k)/σ
＝CONST1*D/2*(PI*D2/4*S/(n-1))(-k)*(1+Xn)(-k)/σ
If sigma is kept unchanged, the deformation consistency of the cylinder sleeve is ensured, namely
For a certain engine, CONST 1D/2D 1/sigma (PI D)2/4*S/(n-1))(-k)Close to a constant, set to CONST2,
i.e. H1 ═ CONST2 · (1+ Xn)(-k)The variable index k is generally 1.2 to 1.4,
further, H1 is simply an exponential function with Xn as an argument
Accordingly, the thickness of the wall thickness 4 of the cylinder liner 1 is an exponential function related to the distance of travel of the piston, with an index value of generally about 1.3, without excluding other indices.
Preferably, a burring 5 is further formed at the upper end of the outer sidewall 3 of the cylinder liner 1. The design of turn-ups 5 can make the cylinder body have a natural supporting role to cylinder jacket 1, weakens the sunken adverse effect of cylinder liner, and the design that the cylinder liner exposes the cylinder body top surface can reduce sealed inefficacy risk.
When the engine cylinder sleeve is used, the engine cylinder sleeve is sleeved in the engine cylinder barrel body and is matched with the engine cylinder barrel for use, the wall thickness is designed to be reduced from top to bottom, and the lower part of the engine cylinder sleeve is thinner, so that adverse effects caused by the currently popular shallow water sleeve design can be greatly relieved, and the thermal deformation of a cylinder hole can be reduced; because upper portion is thicker, the cylinder body has a natural supporting role to cylinder jacket 1, also because the cylinder jacket 1 lower part shortens the influence to the extension of upper portion and weakens, and the overall effect is that the sunken adverse effect of cylinder jacket 1 weakens, exposes the reducible sealed risk of losing efficacy of the design of cylinder body top surface to cylinder jacket 1 like this, does not expose the reducible cylinder jacket 1 upper portion fatigue risk of losing efficacy of the design of cylinder body top surface to cylinder jacket 1. In addition, the cylinder sleeve 1 adopts the design of variable wall thickness, reduces the weight of the cylinder sleeve while improving the deformation of the cylinder hole, and achieves the effect of reducing the expansion amount of the cylinder sleeve.
Example two:
as shown in fig. 2, the technical solution in this embodiment is substantially the same as that in the first embodiment, except that: the thickness portion 4 comprises an upper section 41 having a first wall thickness, a lower section 43 having a second wall thickness, and a middle section 42 having a smoothly transitioning wall thickness joining the upper section 41 and the lower section 43. By adopting the three-section wall thickness, the weight of the cylinder sleeve can be further reduced, and the effect of reducing the expansion amount of the cylinder sleeve is achieved.
Preferably, the first wall thickness is the maximum wall thickness formed by the middle section 42 and the second wall thickness is the minimum wall thickness formed by the middle section 42. Such design can make lateral wall 3 be smooth transition's face, enables cylinder liner 1 and the effective combination of cylinder body, improves cylinder liner 1's result of use.
Preferably, the wall thickness of the middle section 42 is calculated by the formula:
H1＝CONST1*D/2*(PI*D2/4*S/(n-1))(-k)*(1+Xn)(-k)/σ
h1 is the wall thickness of the middle section 42, CONST1 is a constant, D is the cylinder diameter, k is the adiabatic index, sigma is the circumferential stress of the cylinder liner, S is the total stroke of the piston, n is the compression ratio of the engine, Xn is the coefficient of the distance between the piston and the piston, and PI is the circumferential ratio.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Claims (6)
1. An engine cylinder sleeve, the cylinder sleeve (1) is cylindrical, the inner side wall (2) of the cylinder sleeve (1) is a cylindrical surface, the engine cylinder sleeve is characterized in that the outer side wall (3) of the cylinder sleeve (1) is a rotating curved surface formed by rotating around the axis of the inner side wall (2), a thickness part (4) is formed between the cylindrical surface and the rotating curved surface, and the thickness of the thickness part (4) is reduced from top to bottom;
the thickness of the thickness portion (4) is calculated by the formula:
H1＝CONST1*D/2*(PI*D2/4*S/(n-1))(-k)*(1+Xn)(-k)/σ；
h1 is the thickness of the wall thickness part (4) of the cylinder sleeve (1), CONST1 is a constant, D is the cylinder diameter, k is an adiabatic index, sigma is the circumferential stress of the cylinder sleeve, S is the total stroke of the piston, n is the compression ratio of the engine, and Xn is the descending distance coefficient of the piston.
2. The engine cylinder liner according to claim 1, characterized in that the thickness of the thick-walled portion (4) is curvilinearly reduced from top to bottom, and the outer sidewall (3) of the cylinder liner (1) is formed with the curvilinearly reduced thickness.
3. The engine cylinder liner according to claim 2, characterized in that the thickness of the thick-walled portion (4) is such that it decreases in an exponential curve from top to bottom, and the outer sidewall (3) of the cylinder liner (1) is formed with the exponentially decreasing thickness.
4. The engine cylinder liner according to claim 1, characterized in that the upper end of the outer sidewall (3) of the cylinder liner (1) is also formed with a burring (5).
5. An engine cylinder sleeve, the cylinder sleeve (1) is cylindrical, the inner side wall (2) of the cylinder sleeve (1) is a cylindrical surface, the engine cylinder sleeve is characterized in that the outer side wall (3) of the cylinder sleeve (1) is a rotating curved surface formed by rotating around the axis of the inner side wall (2), a thickness part (4) is formed between the cylindrical surface and the rotating curved surface, and the thickness of the thickness part (4) is reduced from top to bottom; the thickness portion (4) comprises an upper section (41) having a first wall thickness, a lower section (43) having a second wall thickness, and a middle section (42) having a smoothly transitioning wall thickness joining the upper section (41) and the lower section (43), the wall thickness of the middle section (42) being calculated by the formula:
H1＝CONST1*D/2*(PI*D2/4*S/(n-1))(-k)*(1+Xn)(-k)/σ；
h1 is the wall thickness of the middle section (42), CONST1 is a constant, D is the cylinder diameter, k is the adiabatic index, sigma is the circumferential stress of the cylinder liner, S is the total stroke of the piston, n is the compression ratio of the engine, and Xn is the descending distance coefficient of the piston.
6. The engine cylinder liner according to claim 5, characterized in that the first wall thickness is a maximum wall thickness formed by the mid-section (42) and the second wall thickness is a minimum wall thickness formed by the mid-section (42).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810242725.XA CN108457763B (en) | 2018-03-23 | 2018-03-23 | Engine cylinder sleeve |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810242725.XA CN108457763B (en) | 2018-03-23 | 2018-03-23 | Engine cylinder sleeve |
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| CN108457763A CN108457763A (en) | 2018-08-28 |
| CN108457763B true CN108457763B (en) | 2020-03-24 |
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| CN201810242725.XA Active CN108457763B (en) | 2018-03-23 | 2018-03-23 | Engine cylinder sleeve |
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Families Citing this family (1)
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| CN112502846A (en) * | 2020-11-30 | 2021-03-16 | 安庆帝伯格茨缸套有限公司 | Cylinder jacket with inner circle axial transition layer |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2835607Y (en) * | 2005-08-03 | 2006-11-08 | 山东潍柴华丰动力有限公司 | Diesel engine cylinder liner |
| CN101710354A (en) * | 2009-12-23 | 2010-05-19 | 沪东重机有限公司 | Shape optimizing method for cylinder sleeve of slow-speed diesel |
| CN105781773A (en) * | 2016-04-27 | 2016-07-20 | 江苏四达动力机械集团有限公司 | Dry-wet mixing form air cylinder sleeve and air cylinder body structure |
| CN107091164A (en) * | 2017-07-05 | 2017-08-25 | 潍柴动力股份有限公司 | A kind of diesel engine and its body water jacket |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9856817B2 (en) * | 2015-03-31 | 2018-01-02 | Harley-Davidson Motor Company Group, LLC | Bolt-on cylinder kit and method for increasing the displacement of an engine |
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- 2018-03-23 CN CN201810242725.XA patent/CN108457763B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2835607Y (en) * | 2005-08-03 | 2006-11-08 | 山东潍柴华丰动力有限公司 | Diesel engine cylinder liner |
| CN101710354A (en) * | 2009-12-23 | 2010-05-19 | 沪东重机有限公司 | Shape optimizing method for cylinder sleeve of slow-speed diesel |
| CN105781773A (en) * | 2016-04-27 | 2016-07-20 | 江苏四达动力机械集团有限公司 | Dry-wet mixing form air cylinder sleeve and air cylinder body structure |
| CN107091164A (en) * | 2017-07-05 | 2017-08-25 | 潍柴动力股份有限公司 | A kind of diesel engine and its body water jacket |
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Address after: 550014 No. 123 Yunhuan East Road, Baiyun District, Guiyang City, Guizhou Province Applicant after: Guizhou Geely Engine Co., Ltd. Applicant after: Zhejiang Geely Holding Group Co., Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant before: Zhejiang Geely Holding Group Co., Ltd. Applicant before: Guiyang Jili Engine Co., Ltd. |
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