Abstract
The article considers ship swirl-chamber diesel engines used in shipbuilding as the main and auxiliary engines. Two reasons for low profitability of the swirl chamber diesel engines are highlighted: large heat losses of the cooling working fluid due to the extended heat transfer surface of the chamber, and significant aerodynamic energy losses of compressed air during its passage through a relatively narrow channel connecting the piston chamber with the combustion chamber and the flow of gases from the swirl chamber on top the piston space. There have been proposed the methods for improving the operational performance of swirl-chamber diesels in production, in particular, their fuel efficiency. The scheme of the swirl-chamber and a section of the swirl-chamber cylinder head are presented. It has been stated that the total coefficient of thermal conductivity can be reduced if the wall of the swirl- chamber is made multi-layer. The layouts of a multi-layer cylinder-spherical wall of a swirl combustion chamber with a titanium cylinder-spherical insertion and thermal insulation of a vortex combustion chamber are given. The total thermal resistance of the spherical wall was calculated, heat loss through the multilayer spherical wall was determined, gas temperature in the vortex chamber was calculated, according to the average cycle temperature diagram. It was inferred that the amount of heat removed from the working fluid to cooling through the thermally insulated wall of the swirl-chamber will be 40% less than the amount of heat released to the cooling through the wall of the swirl-chamber of a commercial diesel engine. The difference in heat will be used to increase the indicator gas operation, which, with the same cyclic fuel supply, will lead to a decrease in the specific indicator fuel consumption, and at a constant level of internal engine losses - to a decrease in the specific effective fuel consumption.
Highlights
The article considers ship swirl-chamber diesel engines used in shipbuilding as the main and auxiliary engines
It was inferred that the amount of heat removed from the working fluid to cooling through the thermally insulated wall of the swirl-chamber will be 40% less than the amount
There have been proposed the methods for improving the operational performance of swirl-chamber diesels in production, in particular, their fuel efficiency
Summary
Рассматриваются судовые вихрекамерные дизели, использующиеся в кораблестроении в качестве главных и вспомогательных двигателей. Выделены два фактора причин низкой экономичности судовых вихрекамерных дизелей: большие потери теплоты от образовывающегося рабочего тела в охлаждение ввиду развёрнутой поверхности теплоотвода вихревой камеры и значительные аэродинамические потери энергии сжимаемого заряда воздуха при его прохождении через относительно узкий канал, соединяющий надпоршневое пространство с камерой сгорания, и при истечении потока газов из вихревой камеры в надпоршневое пространство. Анализ научно-технической задачи Традиционно высокие удельные расходы топлива вихрекамерных двигателей связывают, прежде всего, с большими потерям теплоты, отводимой в теплоноситель жидкостной системы охлаждения двигателя через относительно большую поверхность теплоотдачи сферической вихревой камеры сгорания. Два фактора являются первопричиной низкой экономичности судовых вихрекамерных дизелей: – большие потери теплоты от образовывающегося рабочего тела в охлаждение ввиду развёрнутой поверхности теплоотвода вихревой камеры; – существенные аэродинамические потери энергии сжимаемого заряда воздуха при его прохождении через относительно узкий канал, соединяющий надпоршневое пространство с камерой сгорания, и при истечении потока газов из вихревой камеры в надпоршневое пространство. Поэтому условимся считать значение Qпот. определяющим фактором тепловых потерь в охлаждение с дальнейшим обозначением Qпот
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