含夹渣柴油机气缸盖的热-结构耦合失效仿真分析

    Thermal-structural Coupled Failure Simulation Analysis of Diesel Engine Cylinder Head Containing Slag Inclusion

    • 摘要: 针对某型QT400-15球墨铸铁气缸盖运行约80 h后出现渗水,经检测确认为氧化镁类球化夹渣缺陷的问题,将夹渣等效为椭球模型,建立含夹渣气缸盖有限元模型,开展温度-位移耦合及XFEM裂纹扩展分析。结果表明:温度载荷是应力场演化的主要驱动因素,整体最大温度为311.4℃;夹渣最大等效应力达136.3 MPa,高于氧化镁屈服强度(105 MPa),存在局部失效风险;裂纹集中于夹渣靠近低温通道一侧,夹渣失效经界面应力集中诱发基体微裂纹,并扩展形成贯穿性裂纹导致渗水。综合文献数据修正,600℃下裂纹稳定扩展速率为19.5 μm/h,理论裂纹产生时间约200 h,考虑夹渣影响后综合估计小于128 h。受稳态热-结构耦合分析与线弹性模型限制,结果难以与约80 h失效时间定量对应,但对危险区域与失效机制具有较好解释作用,可为气缸盖夹渣缺陷失效分析提供参考。

       

      Abstract: To address the problem of water leakage in a QT400-15 ductile iron cylinder head after approximately 80 h of operation, which was identified by inspection as an oxide-type (magnesia) spheroidized slag inclusion defect, the inclusion was simplified into an ellipsoidal model, and a finite element model of the cylinder head containing the inclusion was established for coupled temperature-displacement and XFEM-based crack propagation analysis. The results show that the thermal loading is the primary driving factor governing the evolution of the stress field, with a maximum overall temperature of 311.4 ℃. The maximum equivalent stress in the inclusion reaches 136.3 MPa, exceeding the yield strength of magnesia (105 MPa), indicating a significant risk of local failure. Cracks are concentrated on the side of the inclusion adjacent to the low-temperature passage. The failure of the inclusion induces microcracks in the matrix through interfacial stress concentration, which subsequently propagates to form a through-thickness crack causing water leakage. Based on a synthesis of literature corrections, the steady crack propagation rate at 600 ℃ is 19.5 μm/h, corresponding to a theoretical crack initiation time of approximately 200 h, and a comprehensive estimate of less than 128 h when the effect of the inclusion is considered. Owing to the limitations of the steady-state thermal-structural coupling analysis and the linear-elastic model, the results cannot be quantitatively correlated with the actual failure time of approximately 80 h; nevertheless, it provides a reasonable interpretation of the critical regions and failure mechanism, and can serve as a reference for the failure analysis of slag-inclusion-induced defects in cylinder heads.

       

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