An Experimental Measurement of Lubrication Behavior of Piston Rings in a Spark Ignition Engine.

Cho, Sung‐Woo; Choi, Sangmin; Bae, Choongsik

doi:10.1299/jsmeb.45.373

Cited by 4 publications

(3 citation statements)

References 7 publications

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“…In addition to the work referenced above on research into the measurement of total engine friction, a number of researchers have also investigated friction losses in individual engine components (such as valve trains [14][15][16][17][18][19][20][21][22] and the piston assembly [23][24][25][26][27][28][29][30] ).…”

Section: Mixed/boundary Friction In Different Engine Componentsmentioning

confidence: 99%

How much mixed/boundary friction is there in an engine — and where is it?

Taylor

Morgan

Mainwaring

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part J:

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Automotive engines are believed to operate predominantly in the hydrodynamic regime, as evidenced by the (1) the successful strategy of reducing lubricant viscosity to reduce engine friction and improve vehicle fuel consumption, and (2) for most engine operating conditions, direct measurements of engine friction (either motored or fired) find that engine friction increases with increasing engine speed. However, certain components in an engine are known to operate mainly in the mixed/boundary lubrication (e.g. the valve train) and other components (such as the piston rings) operate in the mixed/boundary regime for a portion of the time. In order to quantify the amount of mixed/boundary lubrication in an engine, and in the individual components of the engine, motored and fired friction tests have been carried out for a range of lubricants (of differing viscosity grade, and with/without friction modifier additives). A full discussion of the implications of this work, which includes the impact of fuel dilution and “running-in” is included with insights given into how the work reported here guides the development of future fuel-efficient engine lubricants.

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Section: Mixed/boundary Friction In Different Engine Componentsmentioning

confidence: 99%

How much mixed/boundary friction is there in an engine — and where is it?

Taylor

Morgan

Mainwaring

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part J:

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“…Consequently, friction coefcients at mid-stroke and near the dead centres, for example, can be very different. R ecent publications focusing on the local, instantaneous variations of friction coef cients concluded that friction mean effective pressures, that is to say friction power losses divided by swept volume and engine speed, measured in piston rings of internal combustion reciprocating engines follow a typical trend of the Stribeck diagram if plotted as a function of N H [10]. Since the friction mean effective pressure equals z mec p m , such conclusions can be interpreted as a corroboration of equation (12).…”

Section: Global Engine Performancementioning

confidence: 76%

Dimensional analysis of leakage and mechanical power losses of kinematic Stirling engines

Prieto

Stefanovskiy

2003

Proceedings of the Institution of Mechanical Engineers, Part C:

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Dimensional analysis is applied to both leakage and mechanical power losses in order to obtain the set of parameters that influence power performance of the kinematic Stirling engine. An empircical model of mechanical power losses is proposed to complete the indicated power model previously introduced by Prieto and co-workers. That approach is mainly based on the characteristic Stirling number and allows the performance of known prototypes to be analysed from the viewpoint of indicated power, brake power and mechanical efficiency. After showing that similarity criteria can be extended to brake power performance, scaling factors have been derived for typical scaling cases. Some examples show that quasi-static simulation and scaling techniques may be combined to support preliminary design procedures.

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“…36 Other studies have also found evidence of mixed/boundary friction in the piston assembly. 37,38 Mufti and Priest 37 found that piston ring friction was hydrodynamic in mid-stroke positions, was mixed/boundary around top dead centre firing, and found that the piston skirt was hydrodynamic throughout. Cho et al 38 found that it was the oil control ring that was predominantly in mixed/boundary lubrication.…”

Section: The Piston Assemblymentioning

confidence: 99%

Tribology and energy efficiency: from molecules to lubricated contacts to complete machines

Taylor

2012

Faraday Discuss.

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The impact of lubricants on energy efficiency is considered. Molecular details of base oils used in lubricants can have a great impact on the lubricant's physical properties which will affect the energy efficiency performance of a lubricant. In addition, molecular details of lubricant additives can result in significant differences in measured friction coefficients for machine elements operating in the mixed/boundary lubrication regime. In single machine elements, these differences will result in lower friction losses, and for complete systems (such as cars, trucks, hydraulic circuits, industrial gearboxes etc.) lower fuel consumption or lower electricity consumption can result.

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An Experimental Measurement of Lubrication Behavior of Piston Rings in a Spark Ignition Engine.

Cited by 4 publications

References 7 publications

How much mixed/boundary friction is there in an engine — and where is it?

How much mixed/boundary friction is there in an engine — and where is it?

Dimensional analysis of leakage and mechanical power losses of kinematic Stirling engines

Tribology and energy efficiency: from molecules to lubricated contacts to complete machines

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