Cylinder liner, engine and ship

Abstract

The application discloses a cylinder liner, an engine and a ship, and belongs to the technical field of engines.The cylinder liner comprises a first pipe, a second pipe and a first heat-conducting layer.The first pipe has a first through hole penetrating through the first pipe along a first direction, and the first through hole is used for guiding a piston.The second pipe has a second through hole penetrating through the second pipe along the first direction, the first pipe is arranged in the second through hole along the first direction, and the first through hole and the second through hole are communicated.The first heat-conducting layer surrounds the first pipe, and the first heat-conducting layer is arranged between the first pipe and the second pipe along a direction perpendicular to the first direction, and is connected with the first pipe and the second pipe respectively.The cylinder liner is divided into the first pipe and the second pipe, different materials can be used, the cylinder liner can ensure smooth friction with the piston, and better compactness can be obtained, so that the possibility of cavity erosion of the cylinder liner is reduced.

Description

Technical Field

[0001] The present application belongs to the field of engine technology, and specifically relates to cylinder liners, engines and ships. Background Art

[0002] The cylinder liner is a key component in the engine used to guide the piston. The piston can reciprocate in the cylinder liner under the drive of the crankshaft.

[0003] However, during the use of the engine, the cylinder liner is in a high temperature and high pressure environment, and the cylinder liner also needs to withstand friction with the piston, and the cylinder liner may fail during operation. Summary of the Invention

[0004] Purpose of the invention: The present application provides a cylinder liner for solving the technical problem that the cylinder liner may fail during operation; another purpose of the present application is to provide an engine; another purpose of the present application is to provide a ship.

[0005] Technical solution: This application provides a cylinder liner, including:

[0006] a first pipe member, the first pipe member having a first through hole penetrating the first pipe member in a first direction, the first through hole being used to guide the piston;

[0007] a second pipe, the second pipe having a second through hole penetrating the second pipe along the first direction, the first pipe passing through the second through hole along the first direction, and the first through hole communicating with the second through hole;

[0008] A first heat-conducting layer surrounds the first tube and is disposed between the first tube and the second tube in a direction perpendicular to the first direction, and connects the first tube and the second tube respectively.

[0009] In some embodiments, the cylinder liner further includes a third pipe member, the third pipe member having a first surface and a second surface that are opposite to each other along the first direction, the third pipe member further having a third through hole that penetrates the first surface and the second surface along the first direction, the third pipe member being disposed on one side of the first pipe member along the first direction, the second surface being connected to the first pipe member, and the third through hole being in communication with the first through hole;

[0010] Along a direction perpendicular to the first direction, the hole wall of the first through hole has a maximum size D1, and the hole wall of the third through hole has a maximum size D3, satisfying: D1>D3.

[0011] In some embodiments, along the first direction, the orthographic projection of the hole wall of the first through hole on the plane where the first surface is located is located within the range of the orthographic projection of the third tube on the plane where the first surface is located.

[0012] In some embodiments, the second tube has a third surface and a fourth surface that are opposite to each other along the first direction, the second through hole penetrates the third surface and the fourth surface along the first direction, and the first surface is flush with the third surface.

[0013] In some embodiments, the second pipe comprises:

[0014] a body, wherein the body has the second through hole;

[0015] The limiting portion has a fourth through hole passing through the limiting portion along the first direction, the limiting portion is penetrated by the second through hole and connected to the main body, the limiting portion is connected to the first pipe along the first direction, and the fourth through hole is communicated with the first through hole.

[0016] In some embodiments, the cylinder liner further includes a second heat-conducting layer, which is disposed between the first pipe and the limiting portion along a first direction and respectively connects the first pipe and the limiting portion, and is connected to the first heat-conducting layer.

[0017] In some embodiments, the first tube has a first thermal conductivity λ1 at room temperature, satisfying: 32 W / m·K≤λ1≤50 W / m·K.

[0018] In some embodiments, the second tube has a second thermal conductivity λ2 at room temperature, satisfying: 1W / m·K≤λ2-λ1≤5W / m·K.

[0019] In some embodiments, the first heat-conducting layer has a third thermal conductivity λ3 at room temperature, satisfying: λ3 ≥ λ1 and λ3 ≥ λ2.

[0020] In some embodiments, the first tube has a first linear expansion coefficient α1, and the second tube has a second linear expansion coefficient α2, satisfying: |α1-α2|≤2×10 -6 / K.

[0021] In some embodiments, along a direction perpendicular to the first direction, the first heat conductive layer has a minimum dimension d that satisfies: 0.005 mm ≤ d ≤ 0.02 mm.

[0022] Accordingly, the present application also provides an engine, comprising a cylinder liner as described in any one of the above embodiments.

[0023] Correspondingly, the present application also provides a ship, comprising a cylinder liner as described in any one of the above embodiments or an engine as described in the above embodiments.

[0024] Beneficial effects: Compared with the prior art, the cylinder liner provided in the embodiment of the present application includes a first pipe, a second pipe, and a first heat-conducting layer. The first pipe has a first through hole that passes through the first pipe along a first direction, and the first through hole is used to guide the piston. The second pipe has a second through hole that passes through the second pipe along the first direction, and the first pipe is arranged in the second through hole along the first direction, and the first through hole is connected to the second through hole. The first heat-conducting layer surrounds the first pipe, and the first heat-conducting layer is arranged between the first pipe and the second pipe in a direction perpendicular to the first direction, and respectively connects the first pipe and the second pipe. By dividing the cylinder liner into the first pipe and the second pipe, the present application can use different materials so that the cylinder liner can ensure smooth friction with the piston and also obtain good density, thereby reducing the possibility of cavitation of the cylinder liner. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following detailed description of the specific embodiments of the present application in conjunction with the accompanying drawings will make the technical solutions and other beneficial effects of the present application apparent.

[0026] Figure 1 A cross-sectional view of a cylinder liner provided in an embodiment of the present application;

[0027] Figure 2 for Figure 1 Detailed view of the center circle A;

[0028] Figure 3 for Figure 1 Detail of the center circle B;

[0029] Figure 4 A cross-sectional view of a second pipe member in a cylinder liner provided in an embodiment of the present application;

[0030] Figure numbers, 10-first pipe fitting, 11-first through hole, 20-second pipe fitting, 21-second through hole, 22-third surface, 23-fourth surface, 24-main body, 25-limiting portion, 26-fourth through hole, 30-third pipe fitting, 31-first surface, 32-second surface, 33-third through hole, 40-first heat-conducting layer, 50-second heat-conducting layer. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts are within the scope of protection of this application.

[0032] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In the description of this application, the meaning of "multiple" is two or more, unless otherwise clearly specified and specifically limited. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more features.

[0033] The disclosure below provides many different embodiments or examples to realize the different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present application.

[0034] The cylinder liner is a key component in the engine used to guide the piston. The piston can reciprocate in the cylinder liner under the drive of the crankshaft.

[0035] However, during the use of the engine, the cylinder liner is in a high temperature and high pressure environment, and the cylinder liner also needs to withstand friction with the piston, and the cylinder liner may fail during operation.

[0036] During the actual use of the cylinder liner, the outer portion of the cylinder liner is more likely to produce cavitation and lead to failure.

[0037] In order to solve the technical problem that the cylinder liner is prone to failure, the first embodiment of the present application provides a cylinder liner. Figure 1 The cylinder liner includes a first pipe 10, a second pipe 20 and a first heat-conducting layer 40. The first pipe 10 has a first through hole 11 that penetrates the first pipe 10 along a first direction X. The first through hole 11 is used to guide the piston; the second pipe 20 has a second through hole 21 that penetrates the second pipe 20 along the first direction X. The first pipe 10 is arranged in the second through hole 21 along the first direction X, and the first through hole 11 is connected to the second through hole 21; the first heat-conducting layer 40 surrounds the first pipe 10, and the first heat-conducting layer 40 is arranged between the first pipe 10 and the second pipe 20 in a direction perpendicular to the first direction X, and respectively connects the first pipe 10 and the second pipe 20.

[0038] The first direction X is the direction indicated by the arrow in the accompanying drawings.

[0039] In some embodiments, the first direction X is the axial direction of the first tube 10 .

[0040] In some embodiments, the material of the first pipe fitting 10 can be one or more of gray cast iron, ductile iron, and alloy cast iron. The first pipe fitting 10 is used to contact the piston. The first pipe fitting 10 made of the above materials can make the friction between the piston and the first pipe fitting 10 within an appropriate range when it moves relative to the piston, and the piston moves smoothly.

[0041] In some embodiments, the material of the second pipe 20 is carbon steel, etc. Carbon steel has good density and the manufactured second pipe 20 has good strength, is not prone to cavitation and is not prone to failure after being subjected to abnormal external forces, and has higher reliability.

[0042] In some embodiments, the material of the first heat-conducting layer 40 is copper; in some embodiments, the first heat-conducting layer 40 is thermally conductive adhesive.

[0043] In the above embodiment, by arranging the cylinder liner as a first pipe member 10 and a second pipe member 20 that are nested with each other, the cylinder liner can be made of different materials to contact the piston and the coolant respectively, thereby reducing the possibility of cavitation of the cylinder liner and ensuring that the piston can move smoothly in the cylinder liner.

[0044] At the same time, it is understandable that since the first pipe fitting 10 and the second pipe fitting 20 need to be assembled, a gap may be generated during the assembly process, making it difficult for the heat of the first pipe fitting 10 to be exchanged to the coolant through the second pipe fitting 20, thereby increasing the possibility of thermal stress in the first pipe fitting 10 and the possibility of failure of the first pipe fitting 10.

[0045] In the above embodiment, the first heat-conducting layer 40 is provided to fill the gap between the first pipe fitting 10 and the second pipe fitting 20, thereby reducing the possibility of a gap being generated between the first pipe fitting 10 and the second pipe fitting 20 during assembly, and reducing the thermal resistance between the first pipe fitting 10 and the second pipe fitting 20. This can improve the efficiency of heat transfer from the first pipe fitting 10 to the second pipe fitting 20, thereby reducing the possibility of the first pipe fitting 10 failing due to thermal stress generated by heat accumulation, and improving the reliability of the cylinder liner.

[0046] In some embodiments, see Figure 2The cylinder liner also includes a third pipe fitting 30, which has a first surface 31 and a second surface 32 that are opposite to each other along the first direction X. The third pipe fitting 30 also has a third through hole 33 that penetrates the first surface 31 and the second surface 32 along the first direction X. The third pipe fitting 30 is arranged on one side of the first pipe fitting 10 along the first direction X, and the second surface 32 is connected to the first pipe fitting 10, and the third through hole 33 is connected to the first through hole 11; along the direction perpendicular to the first direction X, the hole wall of the first through hole 11 has a maximum dimension D1, and the hole wall of the third through hole 33 has a maximum dimension D3, satisfying: D1>D3.

[0047] In some embodiments, 0.5 mm ≤ D1 - D3 ≤ 1 mm, and 150 mm ≤ D1 ≤ 230 mm are satisfied.

[0048] Specifically, the value of D1 can be 150mm, 160mm, 170mm, 180mm, 190mm, 200mm, 210mm, 220mm, or 230mm.

[0049] Specifically, the value of D1-D3 can be 0.5mm, 0.55mm, 0.6mm, 0.65mm, 0.7mm, 0.75mm, 0.8mm, 0.85mm, 0.9mm, 0.95mm, or 1mm. When the value of D1-D3 is larger, the guiding effect of the third pipe fitting 30 on the piston is better, and the scraping effect on the piston surface is also better. When the value of D1-D3 is smaller, the movement of the piston from the first through hole 11 to the third through hole 33 is smoother. When the value of D1-D3 is within the range defined in the embodiment, it can not only make the guiding effect of the third pipe fitting 30 on the piston better, but also make the movement of the piston from the first through hole 11 to the third through hole 33 smoother.

[0050] Specifically, the diameter of the third through hole 33 is smaller than the diameter of the first through hole 11 .

[0051] In some embodiments, the first through hole 11 is used to form a combustion chamber of the engine. Incomplete combustion of the fuel in the combustion chamber will cause carbon deposits in the combustion chamber, and the carbon deposits will accumulate on the surface of the piston.

[0052] In the above embodiment, the diameter of the third through hole 33 is smaller than the diameter of the first through hole 11. When the piston is located in the third through hole 33, the dimension between the piston and the wall of the third through hole 33 is smaller than the dimension between the piston and the wall of the first through hole 11 when the piston is located in the first through hole 11, along a direction perpendicular to the first direction X. When the carbon deposits accumulated on the piston surface are larger than the dimension between the piston and the wall of the third through hole 33 when the piston is located in the third through hole 33, a portion of the carbon deposits will be scraped off by the third tube 30, thereby reducing the accumulation of carbon deposits on the piston surface, extending the engine maintenance cycle, and reducing the frequency of engine maintenance.

[0053] In some embodiments, along the first direction X, the orthographic projection of the hole wall of the first through hole 11 on the plane where the first surface 31 is located is located within the orthographic projection range of the third tube 30 on the plane where the first surface 31 is located.

[0054] In some embodiments, the first through hole 11 and the third through hole 33 are circular holes, and the axes of the first tube 10 and the third tube 30 are collinear.

[0055] In some embodiments, the orthographic projection of the hole wall of the first through hole 11 on the plane where the first surface 31 is located is located within the orthographic projection range of the third tube 30 on the plane where the first surface 31 is located, which means that the orthographic projection of the hole wall of the third through hole 33 is located inside the orthographic projection figure of the hole wall of the first through hole 11.

[0056] When the piston is at top dead center or bottom dead center, it strikes the inner wall of the combustion chamber in a direction perpendicular to the first direction X, causing bubbles to form in the coolant and cavitation on the outer wall of the cylinder liner. In some embodiments, when the piston is at top dead center or bottom dead center, the piston is located within the third through hole 33. The top dead center is the highest point in the piston's travel, and the bottom dead center is the lowest point in the piston's travel. Because D1>D3, the gap between the piston and the third tubular member 30 when in the third through hole 33 is smaller than the gap between the piston and the first tubular member 10 when in the first through hole 11. This reduces the distance the piston travels perpendicular to the first direction X and strikes the cylinder liner, thereby reducing the impact of the piston on the cylinder liner.

[0057] It is understandable that when the value of D1-D3 is larger, the amplitude of the piston moving perpendicular to the first direction X and hitting the cylinder liner is smaller. When the value of D1-D3 is smaller, the movement of the piston from the first through hole 11 to the third through hole 33 is smoother. When the value of D1-D3 is within the range defined in the embodiment, the piston can work smoothly and the degree of hitting the cylinder liner is also smaller, making the possibility of bubbles in the coolant smaller and the possibility of the cylinder liner being damaged by cavitation smaller, thereby extending the service life of the cylinder liner. It is understandable that the third through hole 33 with a smaller aperture has a better guiding effect on the piston than the first through hole 11 with a larger aperture.

[0058] In the above embodiment, a third tubular member 30 with a smaller inner diameter is installed at the end of the first tubular member 10 to enhance piston guidance, reducing piston vibration during operation and thus ensuring more stable engine operation. Furthermore, the smaller clearance between the third tubular member 30 and the piston reduces the impact of the piston on the third tubular member 30, thereby reducing the possibility of coolant bubbles and, in turn, further reducing the possibility of cavitation on the outer wall of the cylinder liner.

[0059] In some embodiments, please refer again to Figure 1 The second tube 20 has a third surface 22 and a fourth surface 23 that are opposite to each other along the first direction X. The second through hole 21 passes through the third surface 22 and the fourth surface 23 along the first direction X. The first surface 31 is flush with the third surface 22 .

[0060] In the above embodiment, the first surface 31 and the third surface 22 are provided so that when the cylinder liner is embedded in the cylinder body, the cylinder head can simultaneously contact the second pipe member 20 and the third pipe member 30, thereby limiting the second pipe member 20 and the third pipe member 30 in the first direction X, thereby reducing the possibility of the third pipe member 30 moving in the first direction X when the piston moves. At the same time, the third pipe member 30 can also limit the first pipe member 10 in the first direction X, thereby reducing the possibility of the first pipe member 10 moving in the first direction X when the piston moves.

[0061] In some embodiments, see Figure 1 and Figure 4 The second pipe fitting 20 includes a main body 24 and a limiting portion 25. The main body 24 has a second through hole 21; the limiting portion 25 has a fourth through hole 26 that penetrates the limiting portion 25 along the first direction X. The limiting portion 25 is arranged in the second through hole 21 and is connected to the main body 24. The limiting portion 25 is connected to the first pipe fitting 10 along the first direction X, and the fourth through hole 26 is connected to the first through hole 11.

[0062] In some embodiments, the wall of the fourth through hole 26 is flush with the wall of the first through hole 11 , so that the piston can move smoothly from the first through hole 11 to the fourth through hole 26 .

[0063] In some embodiments, the first tube 10 and the second tube 20 are interference-fitted to reduce the possibility of movement of the first tube 10 along the first direction X and to improve the reliability of the connection between the first tube 10 and the second tube 20. Specifically, in some embodiments, the outer diameter of the first tube 10 before connection is 0.03 mm larger than the inner diameter of the second tube 20.

[0064] It is understandable that although the interference fit can provide a relatively reliable connection between the first and second pipe fittings 10, 20, it is difficult to correct any misalignment of the first and second pipe fittings 10, 20. For example, when the first pipe fitting 10 is inserted into the second through hole 21 along the first direction X, if the first pipe fitting 10 exceeds a predetermined position along the first direction X, it is difficult to reposition the first pipe fitting 10.

[0065] In the above embodiment, the limiting portion 25 is provided to limit the extreme position of movement of the first pipe member 10 in the second through hole 21 along the first direction X, thereby preventing the first pipe member 10 from exceeding the preset position along the first direction X, thereby reducing the difficulty of assembling the cylinder liner and improving the assembly efficiency of the cylinder liner.

[0066] In some embodiments, see Figure 1 The first pipe 10 is disposed between the limiting portion 25 and the third pipe 30 along the first direction X, and connects the third pipe 30 and the limiting portion 25 respectively.

[0067] In the above embodiment, the third pipe 30 and the limiting portion 25 are provided to limit the first pipe 10 along the first direction X, thereby reducing the possibility of the first pipe 10 moving along the first direction X.

[0068] In some embodiments, see Figure 3 The cylinder liner also includes a second heat-conducting layer 50, which is arranged between the first pipe 10 and the limiting portion 25 along the first direction X and connects the first pipe 10 and the limiting portion 25 respectively. The second heat-conducting layer 50 is connected to the first heat-conducting layer 40.

[0069] In the above embodiment, the second heat-conducting layer 50 is provided to reduce the possibility of a gap between the first pipe 10 and the second pipe 20, so that heat can flow more smoothly from the first pipe 10 to the second pipe 20 and be discharged, further reducing the possibility of thermal stress and deformation of the first pipe 10, thereby improving the reliability of the cylinder liner.

[0070] In some embodiments, the first pipe 10 has a first thermal conductivity λ1 at room temperature, which satisfies: 32 W / m·K≤λ1≤50 W / m·K.

[0071] Specifically, the value of λ1 can be 32W / m·K, 33W / m·K, 34W / m·K, 35W / m·K, 36W / m·K, 37W / m·K, 38W / m·K, 39W / m·K, 40W / m·K, 41W / m·K, 42W / m·K, 43W / m·K, 44W / m·K, 45W / m·K, 46W / m·K, 47W / m·K, 48W / m·K, 49W / m·K, or 50W / m·K. When the value of λ1 is large, the first pipe member 10 can quickly conduct heat transferred from the piston and the gas to the inner sleeve, reducing the possibility of engine overheating. When the value of λ1 is small, under certain specific operating conditions, such as low temperatures or cold starts, it can reduce heat loss in the combustion chamber, help to quickly increase the temperature in the combustion chamber to a suitable operating range, and improve the thermal efficiency in the combustion chamber. When the value of λ1 is within the range defined in the embodiment, the possibility of engine overheating can be reduced and the thermal efficiency in the combustion chamber can be improved.

[0072] It is understandable that the higher the thermal conductivity of the first pipe 10 is, the easier it is for the heat in the first through hole 11 to be discharged to the outside through the first pipe 10 .

[0073] In some embodiments, the first pipe member 10 is made of cast iron. The first pipe member 10 made of cast iron has good wear resistance, which reduces wear between the piston and the first pipe member 10.

[0074] In the above embodiment, by limiting the range of the thermal conductivity coefficient of the first pipe member 10, the first pipe member 10 has a good thermal conductivity, thereby allowing the heat within the first through hole 11 to be discharged as quickly as possible, thereby improving the performance of the cylinder liner. At the same time, under certain specific operating conditions, the combustion efficiency within the combustion chamber can be improved, thereby enhancing the performance of the engine.

[0075] In some embodiments, the second pipe 20 has a second thermal conductivity λ2 at room temperature, satisfying: 1 W / m·K≤λ2-λ1≤5 W / m·K.

[0076] Specifically, the value of λ2 can be 1W / m·K, 1.5W / m·K, 2W / m·K, 2.5W / m·K, 3W / m·K, 3.5W / m·K, 4W / m·K, 4.5W / m·K, or 5W / m·K. When the value of λ2 is large, the overall heat dissipation of the cylinder liner can be improved, more efficiently dissipating the heat conducted from the first pipe 10. The second pipe 20, with its high thermal conductivity, can quickly transfer heat to the surrounding cooling water, effectively controlling the temperature of the entire engine. It can also reduce heat accumulation in the first pipe 10, lowering the risk of damage such as cracks in the first pipe 10 due to thermal stress, thereby extending the service life of the cylinder liner. When the value of λ2 is small, under certain specific operating conditions, such as low temperatures or cold starts, it can reduce heat loss within the combustion chamber, shorten the warm-up time after a cold start, and improve the engine's operating efficiency under low-temperature conditions. When the value of λ2 is within the range defined by the embodiment, it can not only improve the heat dissipation efficiency of the cylinder liner, but also improve the operating efficiency of the engine under low-temperature conditions. In some embodiments, the second pipe 20 is made of carbon steel. Specifically, the second pipe 20 is made of carbon steel, and the thermal conductivity of the second pipe 20 is greater than the thermal conductivity of the first pipe 10. The second pipe 20 made of carbon steel has a denser structure, and it is difficult for the coolant to find weak points in its internal structure to cause cavitation. Carbon steel also has good strength and toughness. When subjected to the pressure and impact of the coolant, it can better withstand these external forces and is less likely to cause local deformation and damage to the surface.

[0077] In the above embodiment, by limiting the value of the second thermal conductivity λ2 of the second pipe 20 to be greater than the value of the first thermal conductivity λ1 of the first pipe 10, the cylinder liner can dissipate heat efficiently, quickly conduct heat away from the first pipe 10, and reduce the possibility of damage to the first pipe 10 due to thermal stress. At the same time, by limiting the difference between the value of the second thermal conductivity λ2 of the second pipe 20 and the value of the first thermal conductivity λ1 of the first pipe 10, the temperature transition between the first and second pipes 10, 20 is smoother, reducing the possibility of damage to the first pipe 10 due to thermal stress, and also ensuring higher heat dissipation efficiency for the cylinder liner.

[0078] In some embodiments, the first heat-conducting layer 40 has a third thermal conductivity λ3 at room temperature, satisfying: λ3 ≥ λ1 and λ3 ≥ λ2.

[0079] In some embodiments, the first heat conducting layer 40 is made of brass to obtain a larger third thermal conductivity λ3.

[0080] In the above embodiment, by limiting the range of the third thermal conductivity λ3 of the first heat-conducting layer 40, the thermal conductivity of the first heat-conducting layer 40 is made greater than the thermal conductivity of the first pipe 10 and the second pipe 20. This allows heat to be conducted from the first pipe 10 to the second pipe 20 as much as possible, thereby improving the cooling efficiency of the cooling system and the overall performance of the engine. At the same time, the possibility of heat accumulation in the first pipe 10 and causing damage to the first pipe 10 due to thermal stress is reduced, thereby extending the service life of the cylinder liner.

[0081] In some embodiments, the first tube 10 has a first linear expansion coefficient α1, and the second tube 20 has a second linear expansion coefficient α2, satisfying: |α1-α2|≤2×10 -6 / K.

[0082] Specifically, the value of α1-α2 can be -2×10 -6 / K, -1.5×10 -6 / K, -1×10 -6 / K, -0.5×10 -6 / K, 0×10 -6 / K, 0.5×10 -6 / K, 1×10 -6 / K, 1.5×10 -6 / K, 2×10 -6 When the value of |α1-α2| is large, interference fit can be achieved by utilizing the principle of thermal expansion and contraction, reducing the difficulty of cylinder liner assembly. When the value of |α1-α2| is small, the first and second pipe fittings 10, 20 expand or contract to similar degrees during temperature changes. This reduces the likelihood of significant thermal stress due to inconsistent expansion or contraction. When the value of |α1-α2| is within the range specified in the embodiment, both the difficulty of cylinder liner assembly and the likelihood of damage to the first pipe fitting 10 due to thermal stress are reduced.

[0083] In the above embodiment, by limiting the range of the difference between the first linear expansion coefficient α1 and the second linear expansion coefficient α2, the values ​​of the first linear expansion coefficient α1 and the second linear expansion coefficient α2 are relatively close, so that the deformation amplitudes of the first pipe 10 and the second pipe 20 when heated are similar. This reduces the possibility of cylinder liner failure caused by a large difference in deformation amplitude between the first pipe 10 and the second pipe 20, thereby improving the performance of the cylinder liner. Furthermore, it can also reduce the difficulty of cylinder liner assembly when the first pipe 10 and the second pipe 20 have an interference fit.

[0084] In some embodiments, along a direction perpendicular to the first direction X, the first heat conducting layer 40 has a minimum dimension d that satisfies: 0.005 mm ≤ d ≤ 0.02 mm.

[0085] Specifically, the value of d can be 0.005mm, 0.006mm, 0.007mm, 0.008mm, 0.009mm, 0.01mm, 0.011mm, 0.012mm, 0.013mm, 0.014mm, 0.015mm, 0.016mm, 0.017mm, 0.018mm, 0.019mm, or 0.02mm. When the value of d is larger, the possibility of a gap still existing between the first pipe 10 and the second pipe 20 is smaller; when the value of d is smaller, the difficulty of assembling the first pipe 10 is smaller; when d is within the range defined in the embodiments of the present application, the possibility of a gap still existing between the first pipe 10 and the second pipe 20 is smaller, and the difficulty of assembling the first pipe 10 is also smaller.

[0086] In the above embodiment, by limiting the range of d, the heat of the first pipe 10 can be smoothly transferred to the second pipe 20 , thereby improving the performance of the cylinder liner and making it easier for the first pipe 10 to be installed in the second through hole 21 .

[0087] Accordingly, the present application also provides an engine, comprising a cylinder liner as described in any one of the above embodiments.

[0088] Correspondingly, the present application also provides a ship, comprising a cylinder liner as in any one of the above embodiments or an engine as in the above embodiments.

[0089] The above is a detailed introduction to a cylinder liner, an engine and a ship provided in the embodiments of the present application. Specific examples are used in the present application to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the technical solutions and core ideas of the present application. Ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some of the technical features therein with equivalents; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A cylinder liner, characterized in that: include: a first pipe member (10), the first pipe member (10) having a first through hole (11) running through the first pipe member (10) along a first direction (X), the first through hole (11) being used to guide the piston; a second pipe (20), the second pipe (20) having a second through hole (21) passing through the second pipe (20) along the first direction (X), the first pipe (10) passing through the second through hole (21) along the first direction (X), and the first through hole (11) communicating with the second through hole (21); a first heat-conducting layer (40), the first heat-conducting layer (40) surrounding the first pipe (10), and the first heat-conducting layer (40) being arranged between the first pipe (10) and the second pipe (20) in a direction perpendicular to the first direction (X), and respectively connecting the first pipe (10) and the second pipe (20); The second pipe (20) comprises: a body (24), wherein the body (24) has the second through hole (21); a limiting portion (25), the limiting portion (25) having a fourth through hole (26) passing through the limiting portion (25) along the first direction (X), the limiting portion (25) being arranged in the second through hole (21) and connected to the body (24), the limiting portion (25) being connected to the first pipe (10) along the first direction (X), and the fourth through hole (26) being in communication with the first through hole (11); The cylinder liner further comprises a second heat-conducting layer (50), which is arranged between the first pipe (10) and the limiting portion (25) along a first direction (X) and respectively connects the first pipe (10) and the limiting portion (25), and the second heat-conducting layer (50) is connected to the first heat-conducting layer (40).

2. The cylinder liner according to claim 1, characterized in that The cylinder liner further includes a third pipe member (30), the third pipe member (30) having a first surface (31) and a second surface (32) that are opposite to each other along the first direction (X), the third pipe member (30) further having a third through hole (33) that passes through the first surface (31) and the second surface (32) along the first direction (X), the third pipe member (30) being arranged on one side of the first pipe member (10) along the first direction (X), the second surface (32) being connected to the first pipe member (10), and the third through hole (33) being communicated with the first through hole (11); Along a direction perpendicular to the first direction (X), the hole wall of the first through hole (11) has a maximum size D1, and the hole wall of the third through hole (33) has a maximum size D3, satisfying: D1>D3.

3. The cylinder liner according to claim 2, characterized in that: Along the first direction (X), the orthographic projection of the hole wall of the first through hole (11) on the plane where the first surface (31) is located is located within the orthographic projection range of the third pipe (30) on the plane where the first surface (31) is located.

4. The cylinder liner according to claim 2, characterized in that: The second tube (20) has a third surface (22) and a fourth surface (23) that are opposite to each other along the first direction (X), the second through hole (21) passes through the third surface (22) and the fourth surface (23) along the first direction (X), and the first surface (31) is flush with the third surface (22).

5. The cylinder liner according to claim 1, characterized in that The first pipe (10) has a first thermal conductivity λ1 at room temperature, satisfying the following: 32W / m·K≤λ1≤50W / m·K.

6. The cylinder liner according to claim 5, characterized in that The second pipe (20) has a second thermal conductivity λ2 at room temperature, satisfying the following: 1W / m·K≤λ2-λ1≤5W / m·K.

7. The cylinder liner according to claim 6, characterized in that The first heat-conducting layer (40) has a third heat conductivity coefficient λ3 at room temperature, satisfying: λ3≥λ1 and λ3≥λ2.

8. The cylinder liner according to claim 1, characterized in that The first tube (10) has a first linear expansion coefficient α1, and the second tube (20) has a second linear expansion coefficient α2, satisfying: |α1-α2|≤2×10 -6 / K.

9. The cylinder liner according to claim 1, characterized in that Along a direction perpendicular to the first direction (X), the first heat conducting layer (40) has a minimum size d, satisfying: 0.005 mm ≤ d ≤ 0.02 mm.

10. An engine, characterized in that: The invention comprises the cylinder liner according to any one of claims 1 to 9.

11. A ship, characterized in that: Comprising the cylinder liner according to any one of claims 1 to 9 or the engine according to claim 10.

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