JP2011007164A - Method for determining operation parameter for piston cylinder liner unit in low speed compression ignition two cycle engine - Google Patents
Method for determining operation parameter for piston cylinder liner unit in low speed compression ignition two cycle engine Download PDFInfo
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
Description
本発明の主題は、低速圧縮点火２サイクルエンジン、特に船舶用エンジン内のピストンシリンダライナユニット用の動作パラメータを定める方法である。 The subject of the present invention is a method for determining operating parameters for a low speed compression ignition two cycle engine, in particular a piston cylinder liner unit in a marine engine.
上記に示されたエンジンは、空気を空気冷却器を通して誘導するターボ過給器から給気（ｃｈａｒｇｉｎｇ ａｉｒ）を供給され、空気から凝縮水を分離するように設計されたウォータミスト捕集器（ｗａｔｅｒ ｍｉｓｔ ｃａｔｃｈｅｒ）を組み込まれる。硫黄腐食（ｓｕｌｐｈｕｒ ｃｏｒｒｏｓｉｏｎ）の形成を回避する目的で、最大可能量の凝縮水が空気から分離される。 The engine shown above is supplied with a charging air from a turbocharger that directs air through an air cooler and is designed to separate water from the water mist collector (water). Mist catcher). In order to avoid the formation of sulfur corrosion, the maximum possible amount of condensate is separated from the air.
しかし、これまでに得られた経験によれば、分離器が故障することがあるので、空気から凝縮水を完全に分離することは不可能であることが分かっている。したがって、腐食の危険を低下させるために、圧縮行程中にシリンダライナの上方部分における壁の温度は、露点のわずかに上に保たれ、すなわち２７０℃に達する。ユニットの接触する要素を潤滑するために使用されるシリンダオイルは、約２４０℃でその引火点に達するので、その後、より高い温度で、オイルの部分燃焼（ｐａｒｔｉａｌ ｂｕｒｎｉｎｇ）が起こる。その結果として、シリンダライナの表面上のシリンダ潤滑オイルの一部分のみが潤滑に使用されるのに対して、その残りの部分が炭化過程に曝される。それによって生じるピストンリングとシリンダライナの間の煤およびカーボンデポジットの形の不純物により、接触状態の劣化が生じる。そのような状態により、ピストンリングおよびシリンダ表面が急速に摩耗し、それによって結局は焼き付きが起こるおそれもある。 However, experience gained so far has shown that it is impossible to completely separate the condensed water from the air, since the separator can fail. Thus, in order to reduce the risk of corrosion, the wall temperature in the upper part of the cylinder liner is kept slightly above the dew point during the compression stroke, i.e. reaches 270 ° C. Since the cylinder oil used to lubricate the contacting elements of the unit reaches its flash point at about 240 ° C., then, at a higher temperature, partial burning of the oil occurs. As a result, only a portion of the cylinder lubricating oil on the surface of the cylinder liner is used for lubrication, while the remaining portion is exposed to the carbonization process. The resulting contact ring degradation is caused by impurities in the form of soot and carbon deposits between the piston ring and the cylinder liner. Such a condition can cause rapid wear on the piston ring and cylinder surfaces, which can eventually cause seizure.
そのような現象に対処する試みが行われた。シリンダライナの表面の標準的な摩耗率は、上部において最も高く、したがってその上部には、より高いシリンダオイルの配分（ｄｏｓａｇｅ）が必要になるにも関わらず、シリンダライナの上方の潤滑溝にはシリンダ潤滑オイルの３０％しか供給されない。シリンダ潤滑オイルの残りの部分は、カーボンの堆積を低下させるために下方の潤滑溝の領域に供給される。 Attempts have been made to deal with such phenomena. The standard wear rate on the surface of the cylinder liner is highest in the upper part, so that the upper part of the lubrication groove above the cylinder liner requires a higher cylinder oil dose. Only 30% of cylinder lubricating oil is supplied. The remaining portion of the cylinder lubricating oil is supplied to the region of the lower lubricating groove to reduce carbon deposition.
多くの場合、疑わしい質、最適でない材料構造、または粗悪な仕上げ加工を特徴とする、様々な生産元からの保証されないピストンリングおよび／または予備のシリンダライナが適用される場合に、不具合がより激しくなる可能性がある。 Often the failure is more severe when unwarranted piston rings and / or spare cylinder liners from various manufacturers are applied, which are characterized by suspicious quality, sub-optimal material structure, or poor finish There is a possibility.
本発明の本質は、シリンダライナカラー内の断熱チューブまたは外側の断熱バンデージのような全ての断熱要素によって、ターボ過給器の前の給気の温度と相対湿度、空気冷却器の後の給気の圧力、ならびにエンジンルーム内の大気圧の測定値が取得されることである。図に例として示された圧力、温度、空気湿度の間の既知の物理的な相関関係を根拠として、空気冷却器の後の給気の露点温度を定めることが可能になる。これは、給気の温度を露点のわずかに上にするために、空気冷却器への入口での最小の水温を定める基準を形成する。同時に、シリンダライナ壁の表面の温度は絶えず監視され、既知の測定装置によって、シリンダ冷却用の入口の水の温度は、シリンダライナ壁の表面の温度をシリンダオイルの引火点の温度より低くなることが確実になるように適切に調整される。 The essence of the invention is that the temperature and relative humidity of the air supply before the turbocharger, the air supply after the air cooler, by all insulating elements such as the insulating tube in the cylinder liner collar or the outer insulating bandage And a measured value of the atmospheric pressure in the engine room. Based on the known physical correlation between pressure, temperature and air humidity shown as an example in the figure, it becomes possible to determine the dew point temperature of the supply air after the air cooler. This forms the basis for determining the minimum water temperature at the inlet to the air cooler in order to bring the charge air temperature slightly above the dew point. At the same time, the temperature of the surface of the cylinder liner wall is constantly monitored, and by means of a known measuring device, the temperature of the water at the inlet of the cylinder cooling will make the temperature of the surface of the cylinder liner wall lower than the temperature of the flash point of the cylinder oil. Is adjusted appropriately to ensure
そのような手順により、シリンダライナ壁の温度を約２００℃のレベルに設定することが可能になる。これにより、シリンダライナ壁の温度がシリンダオイルの引火点より低いので、シリンダオイルの適切な利用が可能になり、それによって下方および上方の潤滑レベルにおいてのシリンダ潤滑オイルの分布を５０／５０％から４０／６０％の比率に設定することが可能になる。シリンダライナの空間に供給される、凝縮水を全く含まない給気により、腐食の原因である硫酸の形成が大幅に防止される。この場合、腐食速度（ｃｏｒｒｏｓｉｏｎ ｒａｔｅ）は低い。そのような解決策を適用することによって得られる利点により、ピストンリングおよびシリンダライナの表面を焼き付きから保護することが可能になる。さらに、これにより、シリンダライナの平均摩耗率（ｍｅａｎ ｗｅａｒ ｒａｔｅ）を低下させ、特により多くの供給業者が低くかつ異なる質のシリンダライナを提供する場合にシリンダライナ‐ピストンユニットの動作をより確実にすることが可能になる。 Such a procedure allows the temperature of the cylinder liner wall to be set to a level of about 200 ° C. This allows proper use of the cylinder oil because the cylinder liner wall temperature is lower than the flash point of the cylinder oil, thereby reducing the distribution of the cylinder lubricant oil at the lower and upper lubrication levels from 50/50%. A ratio of 40/60% can be set. The supply of air containing no condensed water supplied to the space of the cylinder liner greatly prevents the formation of sulfuric acid that causes corrosion. In this case, the corrosion rate is low. The advantages obtained by applying such a solution make it possible to protect the surfaces of the piston ring and cylinder liner from seizure. In addition, this reduces the average wear rate of the cylinder liner, and ensures more reliable operation of the cylinder liner-piston unit, especially when more suppliers offer low and different quality cylinder liners. It becomes possible to do.
外側の断熱バンデージおよびシリンダライナカラー内の断熱チューブが除去された。エンジンは定格出力の８３％で作動し、入口のシリンダライナ冷却水の温度は７０℃に設定され、上方部の潤滑レベルと下方部潤滑レベルとの間のシリンダ潤滑オイルの分布は比率５０／５０％に設定された。使用された標準のシリンダ潤滑オイルは約２４０℃の引火点を有していた。ターボ過給器の前の空気パラメータが測定された。温度は２７℃、相対湿度は４２％であった。さらに、空気冷却器の後の給気圧力は１７０ｋＰａ（１．７バール）に定められ、それに対して、エンジンルーム内の大気圧は１０２４ｈＰａに定められた。温度、湿度、圧力の間の相関関係を示す図を根拠として、空気冷却器の後の給気の露点の温度は３０℃に定められた。使用された図は従来からディーゼルエンジンに使用されている。それは、給気温度が露点よりもわずかに高いように、空気冷却器の入口での最小の水温を３５℃のレベルに定めるための論拠としての役割を果たした。同時に、シリンダライナの各カラーに装着された２つの熱電対により、シリンダライナの表面の温度が絶えず監視された。これにより、入口のシリンダ冷却水の温度を調整し、シリンダライナの表面の温度を１６０〜１９０℃のレベルに維持できるようになった。 The outer insulating bandage and the insulating tube in the cylinder liner collar were removed. The engine operates at 83% of rated power, the inlet cylinder liner coolant temperature is set at 70 ° C., and the distribution of cylinder lubricating oil between the upper and lower lubrication levels is a ratio 50/50. % Was set. The standard cylinder lubricating oil used had a flash point of about 240 ° C. The air parameters before the turbocharger were measured. The temperature was 27 ° C. and the relative humidity was 42%. Furthermore, the supply pressure after the air cooler was set at 170 kPa (1.7 bar), whereas the atmospheric pressure in the engine room was set at 1024 hPa. Based on the diagram showing the correlation between temperature, humidity and pressure, the temperature of the dew point of the air supply after the air cooler was set to 30 ° C. The figure used is traditionally used for diesel engines. It served as a rationale for setting the minimum water temperature at the inlet of the air cooler to a level of 35 ° C. so that the charge air temperature was slightly above the dew point. At the same time, the temperature of the surface of the cylinder liner was constantly monitored by two thermocouples mounted on each collar of the cylinder liner. Thereby, the temperature of the cylinder cooling water at the inlet can be adjusted, and the temperature of the surface of the cylinder liner can be maintained at a level of 160 to 190 ° C.
Claims (2)
前記シリンダライナから、シリンダライナカラー内の断熱チューブおよび断熱外側バンデージなど、全ての断熱要素を除去するステップと、
ターボ過給器の前の過給気の温度と相対湿度、および空気冷却器の後の過給気圧力、ならびにエンジンルーム内の大気圧を測定するステップと、
圧力、温度、空気湿度の間の既知の物理的な相関関係を根拠として、前記空気冷却器の後の過給気の露点温度を決定するステップと、
前記給気の温度が前記露点よりもわずかに高く維持されるように、入口における空気冷却水の最小温度を決定するステップと、
シリンダライナの当接面の温度を連続的に監視するステップと、
前記シリンダライナの当接面の温度がシリンダオイルの引火点の温度より低く保たれるように、上記を根拠として、また既知の測定装置によって、前記入口のシリンダ冷却水の温度を調整するステップとを含むことを特徴とする方法。 A method for determining operating parameters for a low speed compression ignition two cycle engine, in particular a piston cylinder liner unit in a marine engine, comprising:
Removing all thermal insulation elements from the cylinder liner, such as a thermal insulation tube and a thermal insulation outer bandage in the cylinder liner collar;
Measuring the temperature and relative humidity of the supercharger before the turbocharger, the supercharged pressure after the air cooler, and the atmospheric pressure in the engine room;
Determining the dew point temperature of the supercharged air after the air cooler based on a known physical correlation between pressure, temperature and air humidity;
Determining a minimum temperature of air cooling water at the inlet such that the temperature of the charge air is maintained slightly above the dew point;
Continuously monitoring the temperature of the contact surface of the cylinder liner;
Adjusting the temperature of the cylinder cooling water at the inlet on the basis of the above and by a known measuring device so that the temperature of the contact surface of the cylinder liner is kept lower than the temperature of the flash point of cylinder oil; A method comprising the steps of:
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Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6128711A (en) * | 1984-07-18 | 1986-02-08 | Mitsubishi Heavy Ind Ltd | Automatic control device of charging temperature |
| JPS62210214A (en) * | 1986-03-11 | 1987-09-16 | Mitsubishi Heavy Ind Ltd | Temperature controller for cylinder liner |
| JPH1193761A (en) * | 1997-09-19 | 1999-04-06 | Ishikawajima Harima Heavy Ind Co Ltd | Cylinder liner |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6128711A (en) * | 1984-07-18 | 1986-02-08 | Mitsubishi Heavy Ind Ltd | Automatic control device of charging temperature |
| JPS62210214A (en) * | 1986-03-11 | 1987-09-16 | Mitsubishi Heavy Ind Ltd | Temperature controller for cylinder liner |
| JPH1193761A (en) * | 1997-09-19 | 1999-04-06 | Ishikawajima Harima Heavy Ind Co Ltd | Cylinder liner |
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