伍勇,马炳杰,王志刚,等.高速船用柴油机曲轴–轴瓦摩擦学和动力学耦合分析[J].内燃机工程,2025,46(2):103-110.
高速船用柴油机曲轴–轴瓦摩擦学和动力学耦合分析
Coupled Analysis of Tribology and Dynamics of Crankshaft–Bearing Bush of the High–Speed Marine Diesel Engine
DOI：10.13949/j.cnki.nrjgc.2025.02.012
关键词:柴油机  曲轴  轴瓦  动力学  摩擦学  耦合仿真
Key Words:diesel engine  crankshaft  bearing shell  dynamics  tribology  coupling simulation
基金项目:
作者单位E-mail
伍勇* 中国船舶集团有限公司第七一一研究所，上海 201108
先进船舶发动机技术全国重点实验室，上海 201108
船舶与海洋工程特种装备和动力系统国家工程研究中心，上海 201108 		1529339195@qq.com 
马炳杰 中国船舶集团有限公司第七一一研究所，上海 201108
先进船舶发动机技术全国重点实验室，上海 201108 		18916484875@163.com 
王志刚 中国船舶集团有限公司第七一一研究所，上海 201108
先进船舶发动机技术全国重点实验室，上海 201108 		13917664581@163.com 
谢亦晨 中国船舶集团有限公司第七一一研究所，上海 201108 13651914853@163.com 
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摘要:针对柴油机曲轴动力特性和轴瓦摩擦特性强耦合问题，基于润滑、多体动力学仿真技术，建立了柴油机曲轴–轴瓦摩擦学和动力学耦合计算模型。通过耦合计算，对比分析了润滑和无润滑状态下曲轴扭振和纵振位移、主轴承载荷及轴心轨迹差异，同时计算分析了轴承宽度和间隙、轴瓦油槽宽度和轴颈油孔直径对轴瓦摩擦损失功和曲轴自由端扭角的影响。结果表明：在油膜润滑作用下，曲轴自由端最大扭角降低2.12%，轴心轨迹重合度更高，偏心更小；当轴瓦间隙由0.100 mm增加至0.150 mm时，摩擦损失降低12.56%，曲轴自由端扭角增加0.92%。当轴瓦油槽宽度由10 mm增加至15 mm时，摩擦损失减少1.01%，自由端扭角几乎不变；当轴颈油孔直径由10 mm增加至30 mm时，摩擦损失增加1.53%，曲轴自由端扭角几乎不变。
Abstract:Due to the strong coupling phenomenon between the dynamic characteristics of the crankshaft and the friction properties of the bearing bush in diesel engines， a tribological and dynamic coupling calculation model for the crankshaft and bearing bush was established based on lubrication and multi-body dynamic simulation technology. The disparity in torsion angle of the crankshaft free end， loads of main bearing， and shaft center trajectory in lubricated versus non-lubricated states was computed and analyzed. Furthermore， an assessment was conducted on how variations in bearing width， clearance， oil groove width， and journal oil hole diameter impact friction loss of the bearing shell as well as free end twist angle. The results indicated under the lubrication of oil film， the maximum torsion angle at the crankshaft free end decreased by 2.12%， the shaft center trajectory increased， and the eccentricity decreased. Increasing bearing bush clearance from 0.100 mm to 0.150 mm resulted in a 12.56% reduction in friction loss and a 0.92% increase in free torsion angle. Furthermore， widening the oil groove from 10 mm to 15 mm led to a 1.01% reduction in friction loss with almost no change in free end twist angle. And increasing journal oil hole diameter from 10 mm to 30 mm resulted in a negligible change in free twist angle but an increase of 1.53% in friction loss.
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