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装有100型柴油机的内燃机车在中亚铁路的运用表明:柴油机活塞组结构是非常薄弱的环节。活塞顶温度很高,加上滑油紧靠活塞壁低速流动,因而在活塞顶内表面形成积垢。这一现象大大影响了从活塞顶向滑油的散热,同时导致活塞温度进一步升高。试验表明:活塞油冷槽内的积垢是促使活塞顶过热的主要原因之一。由于活塞顶内表面的温度不同,油冷槽内的积垢厚度也有所不同。积垢从活塞顶中部向周边部分加剧。已知,10 100型柴油机活塞顶冷却腔在机车走行十万公里后的积垢平均为6.4克,这时在周边部分为4.0克,而中部为1.1克(积垢厚度分别为0.38和0.15毫米)。积垢厚度的显著不同是由于活塞温度在周边比中部高的缘故。
The use of diesel locomotives equipped with 100 diesel engines on the Central Asia Railway indicates that the structure of the diesel piston assemblies is a very weak link. The high piston top temperature, combined with the low velocity oil flow near the piston wall, creates scale on the inner surface of the piston crown. This phenomenon greatly affected the cooling of the piston from the top of the oil, while causing the piston temperature to further increase. The experiment shows that the fouling in the piston oil cooling tank is one of the main reasons that cause the piston to overheat. Due to the different temperature of the inner surface of the piston top, the fouling thickness in the oil cooler tank is also different. The fouling is exacerbated from the middle of the piston crown to the periphery. It is known that the 10 100 diesel piston cooling cavity on the locomotive averaged 6.4 grams after running 100,000 kilometers and was 4.0 grams in the periphery and 1.1 grams in the center (fouling thicknesses of 0.38 and 0.15 millimeters ). The significant difference in fouling thickness is due to the higher piston temperature at the periphery than at the center.