Method for determining cylinder sleeve supporting scheme

Abstract

The invention discloses a method for determining a cylinder sleeve supporting scheme, which solves the problem that cavitation erosion is easy to generate on one side of a cylinder sleeve in the prior art, and has the beneficial effect of reducing the probability of cavitation erosion of the cylinder sleeve, and the specific scheme is as follows: the method for determining the cylinder sleeve supporting scheme comprises the following steps of: determining the position of a cylinder sleeve supporting belt, namely the supporting span of the cylinder sleeve; comprising the following steps that an initial supporting scheme of a cylinder sleeve is determined according to artificial experience; the determined initial supporting scheme of the cylinder sleeve serves as the basis of an initial reference model for cooling water cavity fluid dynamics, a cylinder sleeve temperature field and cylinder sleeve thermal deformation calculation, and the cooling condition and the thermal deformation condition of the cylinder sleeve in the initial supporting scheme are determined; inputting the thermal deformation data of the cylinder sleeve as a calculation boundary into a dynamic calculation model for dynamic calculation, and determining the vibration velocity distribution of the cylinder sleeve at different height positions under the initial supporting scheme under the condition of piston knocking; and determining a final cylinder sleeve supporting scheme.

Description

Technical Field

[0001] The invention relates to the technical field of engines, and in particular to a method for determining a cylinder liner support scheme. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] Cavitation: Reference Figure 2 As shown, the cylinder liner (cylinder liner) 2 supports the cylinder 5, and the piston hits the cylinder liner to cause the cylinder liner to vibrate, causing changes in the coolant pressure in the vibration area of ​​the cylinder liner. When the pressure is lower than the saturated vapor pressure of the coolant, cavitation bubbles are generated. The shock wave after the bubble bursts has a destructive effect on the surface of the cylinder liner, and small pits in the shape of pockmarks are gradually formed on the surface of the cylinder liner, which is called pitting.

[0004] With the continuous improvement of engine strengthening, the cylinder liner cavitation problem is becoming more and more prominent. The cylinder liner cavitation problem mainly depends on the cylinder liner vibration. In addition to being affected by factors such as cylinder pressure excitation, material stiffness, and cylinder liner thickness, cylinder liner vibration is also affected by the cylinder liner support scheme. Different cylinder liner support schemes affect the structural stiffness of the cylinder liner.

[0005] In many cases, due to the influence of development indicators and other factors, there is little room for adjustment of cylinder pressure, cylinder liner material, and cylinder liner thickness. In this case, it is a good solution to consider reducing the vibration level of the cylinder liner and thus alleviating the cavitation problem by reasonably designing the cylinder liner support scheme (i.e. determining the cylinder liner support position);

[0006] The inventors have found that most of the current cylinder liner support schemes do not take into account the impact on cavitation, and the support position of the cylinder liner is generally determined only through experience. When the support position of the cylinder liner is determined through experience, the vibration of the cylinder liner is relatively large. An unreasonable cylinder liner support position affects the size of the cooling water cavity and thus affects the heat dissipation capacity of the cylinder liner, and is also likely to affect the thermal deformation of the cylinder liner. Summary of the invention

[0007] In view of the deficiencies in the prior art, the purpose of the present invention is to provide a method for determining a cylinder liner support scheme, by reasonably determining the cylinder liner support position and reducing the vibration of the cylinder liner under the premise of considering multiple factors, thereby reducing the probability of cavitation of the cylinder liner.

[0008] In order to achieve the above object, the present invention is implemented through the following technical solutions:

[0009] A method for determining a cylinder liner support scheme includes determining a cylinder liner support belt position, i.e., a cylinder liner support span, and realizing the determination of the cylinder liner support position, i.e., the cylinder liner support scheme, including the following contents:

[0010] Determine the initial support scheme for the cylinder liner based on manual experience;

[0011] The determined initial support scheme for the cylinder liner is used as the basis for the initial reference model for the calculation of the cooling water chamber fluid dynamics, the cylinder liner temperature field, and the cylinder liner thermal deformation. The first round of cooling water chamber fluid analysis, cylinder liner temperature field, and thermal deformation analysis are performed on the cylinder liner to determine the cooling data and thermal deformation data of the cylinder liner after working for a set time under the initial support scheme.

[0012] The determined initial support scheme of the cylinder liner is used as the initial reference model for dynamic calculation, and the thermal deformation data of the cylinder liner is used as the calculation boundary to input the dynamic calculation model for dynamic calculation to determine the vibration velocity distribution of the cylinder liner at different height positions under the initial support scheme under the condition of piston knocking;

[0013] Referring to the cooling data of the cylinder liner after working for a set time under the initial support scheme and the vibration velocity distribution at different height positions, the cylinder liner support scheme is adjusted to determine the final cylinder liner support scheme.

[0014] A method for determining a cylinder liner support scheme as described above, wherein the vibration velocity distribution of the cylinder liner at different height positions under the initial support scheme under the condition of piston knocking, comprises the following contents:

[0015] In the dynamic calculation model, the cylinder pressure curve corresponding to the maximum explosion pressure designed for the engine is used as a calculation input to simulate the vibration working condition, so that the vibration speed of the cylinder liner at different height positions is obtained under the condition of generating the maximum vibration to the cylinder liner, so that the cylinder liner can withstand the maximum vibration in actual use;

[0016] Considering that the cylinder liner is prone to cavitation risk near the cooling water chamber, after the calculation is completed, the cylinder liner vibration velocity distribution at different heights on the outer surface of the cylinder liner close to the cooling water chamber is extracted as the basis for the subsequent optimization of the cylinder liner support scheme.

[0017] The method for determining the cylinder liner support scheme as described above, wherein the cylinder liner thermal deformation data is used as a calculation boundary to input the dynamics calculation model for dynamics calculation, includes the following contents:

[0018] Establish a piston model and perform thermal deformation analysis to obtain the thermal deformation data of the piston after a set working time;

[0019] Establish a piston dynamics calculation model;

[0020] The thermal deformation data of the cylinder liner after a set working time and the thermal deformation data of the piston after a set working time are used as boundaries to input the piston dynamics calculation model for dynamic calculation, and the influence of thermal deformation on the gap between the piston and the cylinder liner is considered to avoid the transitional influence of thermal deformation of the cylinder liner on the gap between the piston and the cylinder liner in actual use.

[0021] In the method for determining a cylinder liner support scheme as described above, the dynamic calculation model also includes a dynamic calculation model of a crank, a connecting rod, a cylinder liner and a body, and the influence of the stiffness of each component on the cylinder liner vibration is considered, so that the accuracy of the determined cylinder liner support scheme is further improved.

[0022] As described above, a method for determining a cylinder liner support scheme, after the final support scheme of the cylinder liner is determined, based on the final support scheme of the cylinder liner, a second round of cooling water chamber fluid analysis, cylinder liner temperature field and thermal deformation analysis is performed on the cylinder liner, and the vibration velocity distribution of the cylinder liner at different height positions in the final support scheme is determined.

[0023] A method for determining a cylinder liner support scheme as described above, if the cooling data and thermal deformation data of the cylinder liner for a set working time under the final support scheme meet the cylinder liner design requirements, and the vibration speed at the cylinder liner support belt is close to the position where the cylinder liner has a maximum speed, then the final support scheme is determined to be the final support scheme; if not, the final support scheme needs to be adjusted, and the cylinder liner support belt position is set close to the position with the maximum vibration, which can play a supporting role and reduce vibration.

[0024] A method for determining a cylinder liner support scheme as described above, wherein the cylinder liner support scheme is adjusted, and after the adjustment, the cylinder liner vibration and heat dissipation capacity, i.e., the cooling condition after a set working time and the thermal deformation condition after a set working time, are checked. On the premise that the cylinder liner support scheme meets the heat dissipation requirements and thermal deformation requirements, the cylinder liner support belt is made close to the position where the cylinder liner vibration speed is the largest under the cylinder liner adjustment scheme, and the cylinder liner support scheme is determined as the final cylinder liner support scheme, the cooling condition refers to the cooling data of the cylinder liner after the cylinder liner has worked for a set time under the cylinder liner support scheme, and the thermal deformation condition refers to the thermal deformation data of the cylinder liner after the cylinder liner has worked for a set time under the cylinder liner support scheme.

[0025] A method for determining a cylinder liner support scheme as described above, after adjusting the cylinder liner support scheme, if the cylinder liner support scheme meets the heat dissipation requirements and thermal deformation requirements, and the distance between the cylinder liner support belt and the position where the cylinder liner vibration speed is the largest under the cylinder liner adjustment scheme is greater than a set distance, then the cylinder liner support scheme needs to be readjusted, and after adjustment, it is checked again until the distance between the cylinder liner support belt and the position where the cylinder liner vibration speed is the largest under the cylinder liner adjustment scheme is greater than the set distance, and the adjusted cylinder liner support scheme is used as the final cylinder liner support scheme.

[0026] As described above, a method for determining a cylinder liner support scheme, wherein the set distance is 15-25 mm, can place the cylinder liner support belt close to the location where the cylinder liner vibration velocity is maximum, while also taking into account the cooling and thermal deformation of the cylinder liner.

[0027] According to the method for determining the cylinder liner support scheme as described above, the cooling boundary of the cylinder liner can be determined through the first round of cooling water chamber fluid analysis, that is, the temperature and heat transfer coefficient of the coolant outside the cylinder liner are obtained, and the cylinder liner temperature field and thermal deformation analysis are performed based on the obtained temperature and heat transfer coefficient of the coolant outside the cylinder liner. The temperature change at the cylinder liner at a set time is obtained through the cylinder liner temperature field analysis, thereby obtaining the cooling data of the cylinder liner after the set working time, and the thermal deformation data of the cylinder liner after the set working time is obtained through the thermal deformation analysis.

[0028] The beneficial effects of the present invention are as follows:

[0029] 1) In the present invention, the cooling water chamber fluid analysis, cylinder liner temperature field and thermal deformation analysis are first performed on the cylinder liner under the initial support scheme. The thermal deformation data of the cylinder liner can be used as a boundary input in the dynamic calculation model for dynamic calculation, which is conducive to accurately obtaining the vibration velocity of the cylinder liner under the premise of considering the thermal deformation. Then, combined with the vibration velocity distribution of the cooling data, the cylinder liner support scheme is adjusted to determine the final support scheme of the cylinder liner, thereby reducing the vibration of the cylinder liner as much as possible, thereby reducing the probability of cavitation of the cylinder liner.

[0030] 2) The present invention establishes a dynamic calculation model, and uses the cylinder pressure curve corresponding to the maximum explosion pressure designed for the engine as a calculation input to simulate the vibration condition. In this way, the vibration speed of the cylinder liner at different height positions is obtained under the condition of generating maximum vibration to the cylinder liner, so that the cylinder liner can withstand the maximum vibration during actual use.

[0031] 3) The dynamic calculation model in the present invention includes dynamic calculation models of the piston, crank, connecting rod, cylinder liner and engine body, and takes into account the influence of the stiffness of each component on the vibration of the cylinder liner, so that the accuracy of the determined cylinder liner support scheme is further improved. The thermal deformation data of the cylinder liner and the thermal deformation data of the piston are used as boundaries to input the piston dynamic calculation model for dynamic calculation, and the influence of thermal deformation on the gap between the piston and the cylinder liner is taken into account to avoid the excessive influence of thermal deformation of the cylinder liner on the gap between the piston and the cylinder liner in actual use.

[0032] 4) In the present invention, when adjusting the cylinder liner support scheme, the position of the cylinder liner support belt is adjusted to the height position with the maximum vibration speed as much as possible, so as to reduce the vibration of the cylinder liner as much as possible, thereby reducing the risk of cavitation.

[0033] 5) The present invention takes into account the heat dissipation and thermal deformation of the cylinder liner during adjustment to ensure that no new reliability problems are caused while reducing the vibration of the cylinder liner. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0035] Figure 1 The present invention is a flowchart of a method for determining a cylinder liner support solution according to one or more embodiments.

[0036] Figure 2 It is a schematic diagram of the cylinder liner setting.

[0037] Figure 3 yes Figure 2 A magnified view of the structure in the middle.

[0038] Figure 4 It is a schematic diagram of the vibration velocity distribution of the cylinder liner at different height positions under an initial support scheme in a method for determining a cylinder liner support scheme according to one or more embodiments of the present invention.

[0039] In the figure: the distances or sizes between parts are exaggerated to show the positions of various parts, and the schematic diagram is for reference only.

[0040] Among them: 1. Engine body, 2. Cylinder liner, 3. Cooling water chamber, 4. Cylinder liner support belt, 5. Cylinder. DETAILED DESCRIPTION

[0041] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0042] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless otherwise explicitly stated in the present invention, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "include" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof;

[0043] As introduced in the background technology, the cylinder liner support scheme in the prior art is not determined reasonably, which leads to the problem that the cylinder liner is prone to cavitation risk. In order to solve the above technical problem, the present invention proposes a method for determining the cylinder liner support scheme.

[0044] In a typical embodiment of the present invention, reference is made to Figure 1As shown, a method for determining a cylinder liner support scheme includes determining the position of the cylinder liner support band 4, that is, the cylinder liner support span (the distance between the cylinder liner top support position on the top side of the engine body 1 and the cylinder liner support band 4), and realizing the determination of the cylinder liner support position, that is, the cylinder liner support scheme, including the following contents:

[0045] Determine the initial support scheme for the cylinder liner based on manual experience;

[0046] The determined initial support scheme of the cylinder liner is used as the basis of the initial reference model for the calculation of the cooling water chamber fluid dynamics, the cylinder liner temperature field, and the cylinder liner thermal deformation. The cylinder liner is subjected to the first round of cooling water chamber fluid analysis, the cylinder liner temperature field, and thermal deformation analysis. Because the cylinder liner is cooled by the flow of the cooling water chamber, the cooling boundary of the cylinder liner can be determined through the first round of cooling water chamber fluid analysis, that is, the temperature and heat transfer coefficient of the coolant outside the cylinder liner are obtained. The cylinder liner temperature field and thermal deformation analysis are performed based on the obtained temperature and heat transfer coefficient of the coolant outside the cylinder liner. The temperature change at the cylinder liner within a set time is obtained through the cylinder liner temperature field analysis, thereby obtaining the cooling condition. The thermal deformation data at the cylinder liner within a set time is obtained through the thermal deformation analysis, thereby obtaining the thermal deformation condition.

[0047] The determined initial support scheme of the cylinder liner is used as the initial reference model for dynamic calculation, and the thermal deformation data of the cylinder liner is used as the calculation boundary to input the dynamic calculation model for dynamic calculation to determine the vibration velocity distribution of the cylinder liner at different height positions under the initial support scheme under the condition of piston knocking;

[0048] Referring to the cooling data of the cylinder liner after the initial support scheme has worked for a set time and the vibration velocity distribution at different height positions, the cylinder liner support scheme is adjusted to determine the final cylinder liner support scheme.

[0049] Determine the vibration velocity distribution of the cylinder liner at different heights under the initial support scheme under piston knocking (which can be knocked at a set frequency to cause the cylinder liner to vibrate), including the following:

[0050] In the dynamic calculation model, the cylinder pressure curve corresponding to the maximum explosion pressure of the engine design is used as the calculation input to simulate the vibration condition. In this way, the vibration speed of the cylinder liner at different height positions is obtained under the condition of maximum vibration of the cylinder liner, so that the cylinder liner can withstand the maximum vibration in actual use.

[0051] refer to Figure 2 and Figure 3 As shown, considering that the position of the cylinder liner 2 close to the cooling water chamber 3 is prone to cavitation risk (contact with water is prone to cavitation risk), after the calculation is completed, the cylinder liner vibration velocity distribution at different heights of the outer surface of the cylinder liner close to the cooling water chamber is extracted as the basis for the subsequent optimization of the cylinder liner support scheme.

[0052] The cylinder liner thermal deformation data is used as the calculation boundary to input the dynamics calculation model for dynamics calculation, including the following contents:

[0053] Establish a piston model and perform thermal deformation analysis to obtain the thermal deformation data of the piston after a set working time;

[0054] Establish a piston dynamics calculation model;

[0055] The thermal deformation data of the cylinder liner after a set working time and the thermal deformation data of the piston after a set working time are used as boundaries to input the piston dynamics calculation model for dynamic calculation, and the influence of thermal deformation on the gap between the piston and the cylinder liner is considered to avoid the transitional influence of thermal deformation of the cylinder liner on the gap between the piston and the cylinder liner in actual use, so as to avoid the transitional influence of thermal deformation of the cylinder liner on the gap between the piston and the cylinder liner in actual use.

[0056] In addition, it is understandable that the dynamic calculation model also includes the dynamic calculation models of the crank, connecting rod, cylinder liner and engine body to consider the influence of the stiffness of each component on the cylinder liner vibration, so that the accuracy of the determined cylinder liner support scheme is further improved.

[0057] After the final support scheme of the cylinder liner is determined, based on the final support scheme of the cylinder liner, a second round of cooling water chamber fluid analysis, cylinder liner temperature field and thermal deformation analysis is carried out on the cylinder liner, and the vibration velocity distribution of the cylinder liner at different height positions in the final support scheme is determined.

[0058] It needs to be explained that in this application, with the help of computer-aided engineering (CAE) analysis, an initial support scheme for the cylinder liner can be established, and an initial reference model can be established by combining other data such as the outer diameter of the cylinder liner. The initial reference model can be used to perform the first and second rounds of cooling water chamber fluid analysis, cylinder liner temperature field and thermal deformation analysis, and dynamic calculations on the cylinder liner. After the dynamic calculations are completed, the cylinder liner vibration speed at different heights near the water chamber position on the main thrust side of the cylinder liner is extracted from the CAE post-processing module to understand the impact of the current cylinder liner support scheme on the cylinder liner vibration speed.

[0059] It should be noted that if the cooling data and thermal deformation data of the cylinder liner for the set working time under the final support scheme meet the design requirements of the cylinder liner, and the vibration speed at the cylinder liner support belt is close to the position where the cylinder liner has the maximum speed, then the final support scheme is determined to be the final support scheme; if not, the final support scheme needs to be adjusted, so that the cylinder liner support belt position is set close to the position with the maximum vibration, which can play a supporting role and reduce vibration.

[0060] In this embodiment, the cylinder liner support scheme is adjusted. After the adjustment, the vibration and heat dissipation capacity of the cylinder liner, that is, the cooling condition after a set working time and the thermal deformation condition after a set working time are checked. On the premise that the cylinder liner support scheme meets the heat dissipation requirements and thermal deformation requirements, the cylinder liner support belt is placed close to the position where the cylinder liner vibration speed is the largest under the cylinder liner adjustment scheme, and the cylinder liner support scheme is determined as the final cylinder liner support scheme.

[0061] Among them, the cooling condition refers to the cooling data of the cylinder liner after it has worked for a set time under the cylinder liner support scheme, and the thermal deformation condition refers to the thermal deformation data of the cylinder liner after it has worked for a set time under the cylinder liner support scheme.

[0062] After adjusting the cylinder liner support scheme, if the cylinder liner support scheme meets the heat dissipation requirements and thermal deformation requirements, and the distance between the cylinder liner support belt and the cylinder liner at the position where the cylinder liner vibration speed is maximum under the cylinder liner adjustment scheme is greater than the set distance, the cylinder liner support scheme needs to be readjusted and rechecked after adjustment until the distance between the cylinder liner support belt and the cylinder liner at the position where the cylinder liner vibration speed is maximum under the cylinder liner adjustment scheme is greater than the set distance (the set distance can be 20mm), and the adjusted cylinder liner support scheme is used as the final cylinder liner support scheme; the entire scheme is combined with the cylinder liner cooling water cavity fluid analysis and the cylinder liner temperature field and thermal deformation analysis to determine the optimal cylinder liner final support scheme that takes into account heat dissipation, deformation, vibration, etc., to minimize the risk of cylinder liner cavitation of the engine.

[0063] In other examples, the setting distance ranges from 15 to 25 mm. Under this setting distance, the cylinder liner support belt can be close to the position where the cylinder liner vibration speed is maximum. At the same time, the cooling and thermal deformation of the cylinder liner are also considered.

[0064] As above, reference Figure 4 As shown, the principle of the cylinder liner support position is to adjust it to the height position with the maximum vibration speed as much as possible, which can reduce the cylinder liner vibration as much as possible, thereby reducing the risk of cavitation.

[0065] In addition, it should be noted that the vibration speed of the cylinder liner is positively correlated with the risk of cylinder liner cavitation. The greater the vibration speed, the greater the drop in coolant pressure on the outer surface of the cylinder liner, the easier it is to generate cavitation bubbles, damage the cylinder liner, and further evolve into a cavitation problem.

[0066] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for determining a cylinder liner support scheme, characterized in that: Including the determination of the cylinder liner support belt position, i.e., the cylinder liner support span, to achieve the determination of the cylinder liner support position, i.e., the cylinder liner support scheme, including the following contents: Determine the initial support scheme for the cylinder liner based on manual experience; The determined initial support scheme for the cylinder liner is used as the basis for the initial reference model for the calculation of the cooling water chamber fluid dynamics, the cylinder liner temperature field, and the cylinder liner thermal deformation. The first round of cooling water chamber fluid analysis, cylinder liner temperature field, and thermal deformation analysis are performed on the cylinder liner to determine the cooling data and thermal deformation data of the cylinder liner after working for a set time under the initial support scheme. The determined initial support scheme of the cylinder liner is used as the initial reference model for dynamic calculation, and the thermal deformation data of the cylinder liner is used as the calculation boundary to input the dynamic calculation model for dynamic calculation to determine the vibration velocity distribution of the cylinder liner at different height positions under the initial support scheme under the condition of piston knocking; Referring to the cooling data of the cylinder liner after working for a set time under the initial support scheme and the vibration velocity distribution at different height positions, the cylinder liner support scheme is adjusted to determine the final cylinder liner support scheme.

2. A method for determining a cylinder liner support scheme according to claim 1, characterized in that: The determination of the vibration velocity distribution of the cylinder liner at different height positions under the initial support scheme under the condition of piston knocking includes the following contents: In the dynamic calculation model, the cylinder pressure curve corresponding to the maximum explosion pressure designed for the engine is used as a calculation input to simulate the vibration working condition; After the calculation is completed, the cylinder liner vibration velocity distribution at different heights on the outer surface of the cylinder liner close to the cooling water chamber is extracted as the basis for the subsequent optimization of the cylinder liner support scheme.

3. A method for determining a cylinder liner support scheme according to claim 2, characterized in that: The method of inputting the cylinder liner thermal deformation data as the calculation boundary into the dynamics calculation model for dynamics calculation includes the following contents: Establish a piston model and perform thermal deformation analysis to obtain the thermal deformation data of the piston after a set working time; Establish a piston dynamics calculation model; The obtained thermal deformation data of the cylinder liner after working for a set time and the thermal deformation data of the piston after working for a set time are used as boundaries to input the piston dynamics calculation model for dynamics calculation.

4. A method for determining a cylinder liner support scheme according to claim 1, characterized in that: The dynamics calculation model also includes dynamics calculation models of the piston, crank, connecting rod, cylinder liner and engine body.

5. The method for determining a cylinder liner support scheme according to claim 1, characterized in that: After the final support scheme of the cylinder liner is determined, a second round of cooling water chamber fluid analysis, cylinder liner temperature field and thermal deformation analysis is performed on the cylinder liner based on the final support scheme, and the vibration velocity distribution of the cylinder liner at different height positions in the final support scheme is determined.

6. A method for determining a cylinder liner support scheme according to claim 5, characterized in that: If the cooling data and thermal deformation data of the cylinder liner during the set working time under the final support scheme meet the design requirements of the cylinder liner, and the vibration speed at the cylinder liner support belt is close to the position where the cylinder liner has the maximum speed, then the final support scheme is determined to be the final support scheme; If not, the final support plan needs to be adjusted.

7. A method for determining a cylinder liner support scheme according to claim 2, characterized in that: The cylinder liner support scheme is adjusted, and after the adjustment, the cylinder liner vibration and heat dissipation capacity, i.e., the cooling condition after a set working time and the thermal deformation condition after a set working time, are checked. On the premise that the cylinder liner support scheme meets the heat dissipation requirements and thermal deformation requirements, the cylinder liner support belt is made close to the position where the cylinder liner vibration speed is the largest under the cylinder liner adjustment scheme, and the cylinder liner support scheme is determined as the final cylinder liner support scheme.

8. A method for determining a cylinder liner support scheme according to claim 6, characterized in that: After adjusting the cylinder liner support scheme, if the cylinder liner support scheme meets the heat dissipation requirements and thermal deformation requirements, and the distance between the cylinder liner support belt and the position where the cylinder liner vibration speed is maximum under the cylinder liner adjustment scheme is greater than the set distance, the cylinder liner support scheme needs to be readjusted and rechecked after adjustment until the distance between the cylinder liner support belt and the position where the cylinder liner vibration speed is maximum under the cylinder liner adjustment scheme is greater than the set distance, and the adjusted cylinder liner support scheme is used as the final cylinder liner support scheme.

9. A method for determining a cylinder liner support scheme according to claim 8, characterized in that: The set distance is 15-25 mm.

10. A method for determining a cylinder liner support scheme according to claim 1, characterized in that: The cooling boundary of the cylinder liner can be determined through the first round of cooling water chamber fluid analysis, that is, the temperature and heat transfer coefficient of the coolant outside the cylinder liner are obtained, and the cylinder liner temperature field and thermal deformation analysis are performed based on the obtained temperature and heat transfer coefficient of the coolant outside the cylinder liner. The temperature change at the cylinder liner at a set time is obtained through the cylinder liner temperature field analysis, thereby obtaining the cooling data of the cylinder liner after the set working time. The thermal deformation data of the cylinder liner after the set working time is obtained through the thermal deformation analysis.

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