Abstract:The piston group is responsible for contributing to ~50% of the frictional losses of an engine, which ultimately leads to the waste of fuel. This coupled with the fact that gasoline is a finite resource linked to CO2-emissions, there is an increased demand of higher performance vehicles, which coincidently further loads the piston ring. As of yet, there are plenty of studies that already study the piston ring’s contact with the cylinder liner. However, this study focuses on a cost-effective Schwing, Reib, Vers… Show more
“…This may be related to the fact that the lowest bias level associated with the lowest coating integrity favors coating detachment during wear and the loose rolling particles within the contact zone reduce the friction between coating and cylinder liner. Despite this, all conducted wear tests presented values of CoF compatible or inferior to literature values for CrN-based coatings in engine operation 45 – 49 . Figure 6 CoF evolution during wear tests for the multilayer coatings produced using different substrate bias potential.…”
Section: Resultssupporting
confidence: 44%
“…13 . Although the samples deposited using 0.5 and 1 rpm showed a less steep increase in CoF along time and stabilized in lower values (about 0.115 CoF) in comparison with 1.5 and 2 rpm, all coatings presented CoF correspondent to state-of-the-art CrN-containing coatings in the literature and therefore are candidates for piston ring applications 45 – 49 . Figure 13 CoF evolution during wear tests for the multilayer coatings produced using different carousel rotation speeds.…”
A hybrid magnetron sputtering process (dcMS/HiPIMS) was developed to manufacture nanostructured CrN/Cr1-xAlxN multilayers, motivated by improving the low-emission efficiency when applied on gas-nitrided diesel piston rings of a next-generation of combustion engines. In order to improve the mechanical, tribological, and corrosion behavior of the multilayers, the hybrid dcMS/HiPIMS process was designed by selecting the optimal sputtering procedure applied to AISI 440 base steel. The effect of substrate bias and carousel rotational speed on the phase composition, crystallographic texture, residual stresses, surface roughness, coating periodicity and densification, instrumented hardness, elastic modulus, as well as wear and corrosion resistance was determined. The results have demonstrated that hybrid magnetron sputtering produces multilayers with a superlattice structure, which outperforms commercial PVD coatings of CrN for diesel piston rings manufactured by cathodic arc evaporation. Also, multilayer periodicities in the range of 5 to 10 nm yield the best tribological performance under bench tests for the piston ring/cylinder liner system.
“…This may be related to the fact that the lowest bias level associated with the lowest coating integrity favors coating detachment during wear and the loose rolling particles within the contact zone reduce the friction between coating and cylinder liner. Despite this, all conducted wear tests presented values of CoF compatible or inferior to literature values for CrN-based coatings in engine operation 45 – 49 . Figure 6 CoF evolution during wear tests for the multilayer coatings produced using different substrate bias potential.…”
Section: Resultssupporting
confidence: 44%
“…13 . Although the samples deposited using 0.5 and 1 rpm showed a less steep increase in CoF along time and stabilized in lower values (about 0.115 CoF) in comparison with 1.5 and 2 rpm, all coatings presented CoF correspondent to state-of-the-art CrN-containing coatings in the literature and therefore are candidates for piston ring applications 45 – 49 . Figure 13 CoF evolution during wear tests for the multilayer coatings produced using different carousel rotation speeds.…”
A hybrid magnetron sputtering process (dcMS/HiPIMS) was developed to manufacture nanostructured CrN/Cr1-xAlxN multilayers, motivated by improving the low-emission efficiency when applied on gas-nitrided diesel piston rings of a next-generation of combustion engines. In order to improve the mechanical, tribological, and corrosion behavior of the multilayers, the hybrid dcMS/HiPIMS process was designed by selecting the optimal sputtering procedure applied to AISI 440 base steel. The effect of substrate bias and carousel rotational speed on the phase composition, crystallographic texture, residual stresses, surface roughness, coating periodicity and densification, instrumented hardness, elastic modulus, as well as wear and corrosion resistance was determined. The results have demonstrated that hybrid magnetron sputtering produces multilayers with a superlattice structure, which outperforms commercial PVD coatings of CrN for diesel piston rings manufactured by cathodic arc evaporation. Also, multilayer periodicities in the range of 5 to 10 nm yield the best tribological performance under bench tests for the piston ring/cylinder liner system.
“…Besides, if damages caused by catalyst fines do occur, the well-trained engineer will be of vital importance for gathering evidence and producing damage reports that can be subsequently used in the process of damage compensation or possible international arbitration. A continued understanding of the piston-cylinder-contact assembly only helps engineers, scientists and any other stakeholder to improve on the piston ring and cylinder liner interaction [31].…”
Section: Suggested Procedures For Further Research and Improvement Ofmentioning
This research paper discusses preventive protection of the marine engine against abrasive effects of the catalyst fines in fuel. The relevant facts were gathered while analysing the performance of the slow-speed Wärtsilä RTA engine on an Aframax tanker. The analysis comprised fuel properties, regular and extraordinary examinations of the engine, including the control and replacement of piston rings and the measurement of the liner wear rate. The research particularly focused on the top compression ring as it withstands highest loads and fastest wear. On the other side, the research involved a chemical analysis of the piston rings with the purpose of establishing their chemical properties, structure, coating thickness and micro-hardness. In addition to a number of preventive measures that can be taken on board before injecting the fuel into the combustion chamber, the selection of a piston ring's material quality affects its wear rate to a large extent. The wear rate also depends on the catalyst fines in fuel. In practice, the piston ring of GGV type proved to be resistant to abrasive wear and its chemical properties were established through laboratory material testing.
“…The diamond-like carbon (DLC) coatings showed a decrease in friction and fuel consumption by 19% and 2.5% respectively when compared to uncoated cylinder liner with the same operating roughness. Arthur Rozario et al [10] showed friction reduction by CrN and TiN coated piston rings. Markus Soderfjall et al [11] evaluated the friction between piston rings and three different cylinder liners which are known as," Smooth"," Plasma" and" Cast iron" in a high-speed component test rig.…”
Historically, the engine crankcase has been made of gray cast iron due to that material's' high machinability, damping ability, thermal conductivity, and sensible cost. Despite these advantages and the long-term use of gray cast iron, the vehicle manufacturers predominately use cast aluminum as material of choice for the engine block due to aluminum’s density being almost a third of that of gray cast iron, and the aluminum engines have the same durability as gray cast iron while weighing considerably less. However, due to the low wear resistance of aluminum, efforts are needed to improve internal working surfaces such as the use of cast iron cylinder liners or the application of a protective coat is applied to the aluminum surface to increase its resistance. The purpose of this study is to examine which ring materials have the lowest friction with the Twin Wire Arc (TWA) aluminum cylinder liner. An Ansys simulation model accomplishes the experimental work. The steel ring material obviously had the lowest friction with twin wire arc spray aluminum cylinder liner as opposite to the cast iron material which was the worst.
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