Friction power measurements of a fired diesel engine piston group potentials

Deuß, Thomas; Ehnis, Holger; Freier, Rudolf; Künzel, Reiner

doi:10.1007/bf03227011

Cited by 12 publications

(6 citation statements)

References 1 publication

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“…In addition, shorter ring heights in combination with lower tangential forces of the piston rings and friction reducing piston skirt coating was used to optimize the crank train. In another publication [16] where investigations on the friction loss potentials of the piston group were performed and analysed, it was also shown that the piston installation clearance had a marginal influence on the friction losses of the piston group among other design parameters.…”

Section: Subassembly-resolved Friction Loss Distribution For the Basementioning

confidence: 99%

“…On the other hand, the thermal boundary conditions are different for the motoring test due to the missing thermal energy of the combustion processes. This limitation affects the results in particular at part load conditions when comparing the results from friction measurements in fired and pressurized motoring operation [16]. To reduce the lack of thermal energy in the engine during the pressurized motoring test, the charging system can be designed as a recirculation system.…”

Section: Introductionmentioning

confidence: 99%

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Investigations of the Friction Losses of Different Engine Concepts. Part 1: A Combined Approach for Applying Subassembly-Resolved Friction Loss Analysis on a Modern Passenger-Car Diesel Engine

et al. 2019

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This work presents the application of a combined approach to investigate the friction losses in a modern four-cylinder passenger-car diesel engine. The approach connects the results from engine friction measurements using the indication method and the results from journal-bearing simulations. The utilization of the method enables a subassembly-resolved friction loss analysis that yields the losses of the piston group, crankshaft journal bearings, and valve train (including the timing drive and crankshaft seals). The engine and engine subassembly friction losses are investigated over the full speed and load range, covering more than 120 engine operation points at different engine media supply temperatures ranging from 70 to 110 ∘ C. The subsequently decreasing lubricant viscosity due to higher engine media supply temperatures allow for the identification of friction reduction potentials as well as possible risks due to an onset of mixed lubrication. Furthermore, additional strip-tests have been conducted to determine the friction losses of the crankshaft radial lip seals, the timing drive, and the crankshaft journal bearings, thus enabling a verification of the calculated journal-bearing friction losses with measurement results. For the investigated diesel engine, a friction reduction potential of up to 21% could be determined when increasing the engine media supply temperature from 70 to 110 ∘ C, at engine speeds higher than n = 1500 rpm and part load operating conditions. At low engine speeds and high load operations, the friction loss reduction potential is considerably decreased and below 8%, indicating mixed lubrication regimes at the piston group and valve train.

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Section: Subassembly-resolved Friction Loss Distribution For the Basementioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Investigations of the Friction Losses of Different Engine Concepts. Part 1: A Combined Approach for Applying Subassembly-Resolved Friction Loss Analysis on a Modern Passenger-Car Diesel Engine

et al. 2019

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“…This measurement technique, sometimes called charged (or pressurized) motoring, exists for a long time and several different realizations are in use at different companies today (see e.g. [3]).…”

Section: Meet Fridamentioning

confidence: 99%

Combining an innovative measurement technique with accurate simulation to analyze engine friction

Allmaier¹,

Knauder²,

Sander³

et al. 2018

Preprint

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The entanglement of an innovative measurement technique with an accurate simulation yields in total a powerful tool to investigate the friction power losses in engines under realistic operating conditions, as will be discussed in the following. While the total engine friction power losses and the friction of the valve train are measured experimentally, the friction power losses of the crank train journal bearings are calculated using simulation. The result is in an efficient and powerful determination of the individual engine subassemblies under realistic operating conditions ranging from idle to full load operation. The presented method can be used to assess the efficiency of various friction reduction measures like cylinder deactivation, (ultra)low viscosity lubricants or coatings and won in 2014 the Innovation award of Magna Logistics Europe.

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“…Pressurized motoring builds on top of conventional motoring and is not new, but actually a very old technique [7,8] (for newer references see e.g. [9][10][11]). In pressurized motoring, compressed air is applied to the engine intake.…”

Section: Comparison Of Pressurized Motoring With Fired Operationmentioning

confidence: 99%

“…Central novelty of the present article is the separation of the influence of the engine load and the thermal impact from combustion and the separate study of their influence on the engine friction. This can only be achieved by a combined study of the engine friction by two separate friction measurements: by conventional friction mean effective pressure (FMEP) measurements for fired operation as well as by pressurized motoring which only applies mechanical loads onto the engine and its subsystems, but does not create the strongly varying, operating point dependent thermal influence accompanied with actual combustion [7][8][9][10][11].…”

Section: Introductionmentioning

confidence: 99%

An experimental study of the load and heat influence from combustion on engine friction

Allmaier

Knauder

Salhofer

et al. 2015

International Journal of Engine Research

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The friction power losses of a turbo-charged heavy-duty diesel engine of the 13 litre class are investigated both by fired engine tests as well as by pressurized motoring tests. During pressurized motoring compressed air is applied to the engine intake which creates loads comparable with fired operation but without the strong and changing thermal influence of combustion. By using this combined approach the influence of the load and the thermal influence of the combustion can be studied separately for the first time. It is found that pressurized motoring yields comparable but generally a bit higher friction power losses as in fired operation. In particular, for full load operation, the agreement between the two methods is very good which supports the reasoning that for full load operation the mechanical load is the dominant factor for the friction power losses. However, for part load operation significant differences arise. Without the thermal influence from combustion, increasing the load on the engine leads to a rather linear increase in the friction power losses as is seen from pressurized motoring. This is in contrast to the fired engine tests, where the friction power losses stay almost constant over a rather large range of part loads and only increase for full load operation. It is argued that the reason for this different behaviour is the thermal impact from combustion.

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Friction power measurements of a fired diesel engine piston group potentials

Cited by 12 publications

References 1 publication

Investigations of the Friction Losses of Different Engine Concepts. Part 1: A Combined Approach for Applying Subassembly-Resolved Friction Loss Analysis on a Modern Passenger-Car Diesel Engine

Investigations of the Friction Losses of Different Engine Concepts. Part 1: A Combined Approach for Applying Subassembly-Resolved Friction Loss Analysis on a Modern Passenger-Car Diesel Engine

Combining an innovative measurement technique with accurate simulation to analyze engine friction

An experimental study of the load and heat influence from combustion on engine friction

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