Friction and Wear Bench Tests of Different Engine Liner Surface Finishes

34th Leeds-Lyon Symposium on Tribology 2007

Eduardo Tomanik MAHLE Brazil Tech Center

Tomanik E. Friction and wear bench tests of different engine liner surface finishes. Tribology International 41 (2008) 10321038

Tribology International 41 (2008) 10321038

Friction and Wear Bench Tests of Different Engine Liner Surface Finishes

Index
1- Introduction 2- Studied Liner Finishes 3- Reciprocating Friction Tests 4- Reciprocating Wear Tests 5- Discussion and Conclusions
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INTRODUCTION
Different engine bore finishes have been investigated and introduced in production due to the potential of minimizing - Friction, - Wear, - Lube Oil Consumption

0.12

Plateau Honing Slide Honing

Experimental Friction Coef.

0.10 0.08 0.06 0.04 0.02 0.00 300 350 400 2005-012005 01-1864

Smedley, Tian, Wong, 2004

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50

100

150

200

250

Speed (rpm)

Tomanik, 2006

Tribology International 41 (2008) 10321038

Friction and Wear Bench Tests of Different Engine Liner Surface Finishes

Index
1- Introduction 2- Studied Liner Finishes 3- Reciprocating Friction Tests 4- Reciprocating Wear Tests 5- Discussion and Conclusions
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Studied Liner Finishes

HDD 131 mm, alloyed perlitic grey cast iron
Roughness (m) Rq Slide Rk 0.5-1.2 Slide Rk 0.5-0.9 UV Laser Laser 1mm Laser 3mm Non-Laser Region 0.74 0.69 0.41 0.85 0.93 0.18 Rpk 0.17 0.13 0.66 0.23 0.17 0.20 Rk 0.70 0.54 0.60 0.64 0.38 0.32 Rvk 1.68 1.69 0.60 1.58 2.00 0.28 3 mm Rpk Rk Rvk

1.5

Bearing Rate (um)

1.0 0.5 0.0 -0.5 -1.0 -1.5 -2.0 -2.5 Slide 0.51.2 Slide 0.50.9 UV Laser Laser 1mm Laser 3mm Non-Laser Region 2005-1864 2005-0101

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Tribology International 41 (2008) 10321038

Studied Liner Finishes

HDD 131 mm, alloyed perlitic grey cast iron
1.5
Rpk Rk Rvk

Bearing Rate (um)

1.0 0.5 0.0 -0.5 -1.0 -1.5 -2.0 -2.5 Slide 0.51.2 Slide 0.50.9

Slide

UV Laser Laser 1mm Laser 3mm Non-Laser Region

UV Laser
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Laser

Non-Laser region

20052005-0101-1864

Tribology International 41 (2008) 10321038

Friction and Wear Bench Tests of Different Engine Liner Surface Finishes

Index
1- Introduction 2- Studied Liner Finishes 3- Reciprocating Friction Tests 4- Reciprocating Wear Tests 5- Discussion and Conclusions
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Friction Tests 50 N
UMT Reciprocating Test, 10 mm stroke Applied load: 50, 100 N. Speed from 25 to 375 rpm Flooded with SAE30 Texaco Regal oil PVD 3mm top rings

Slide 0.5-1.2
0.14 0.12 Friction Coefficient 0.10 0.08 0.06 0.04 0.02
mm .4 5 2

Slide 0.5-0.9 UV Laser Laser 1mm Laser 3mm Non-Laser Region

Lo ad

R ing piec e

oke Str
lin er

0.00 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 Speed/Load [rpm/N]

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Tribology International 41 (2008) 10321038

Friction and Wear Bench Tests of Different Engine Liner Surface Finishes

Index
1- Introduction 2- Studied Liner Finishes 3- Reciprocating Friction Tests 4- Reciprocating Wear Tests 5- Discussion and Conclusions
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Wear Tests Friction along Test

UMT Reciprocating Test 4 hour test P = 360 N (P= 12 MPa), 900 rpm Flooded with SAE30 Texaco Regal oil doped with hard particles to accelerate ring wear PVD top rings
0.10 Slide 0.5-1.2 Slide 0.5-0.9 UV Laser Laser 1mm Laser 3mm Non-Laser region

0.08

Friction Coef

0.06

0.04

0.02

0.00 0.0
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0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

T(h)

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Wear Tests Ring and Liner Wear

UMT Reciprocating Test 4 hour test Flooded with SAE30 Texaco Regal oil doped with hard particles to accelerate ring wear PVD top rings

Load

R ing piec e

oke Str
liner

mm 4 . 25

Ring

2 m

Wear (m)
6 4 2 0 -2 -4 Slide 0.5-1.2 Slide 0.5-0.9 UV Laser Laser 1mm Laser 3mm Non-Laser

Liner After Test

Liner WearRing (um)

4 m

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Tribology International 41 (2008) 10321038

Friction and Wear Bench Tests of Different Engine Liner Surface Finishes

Index
1- Introduction 2- Studied Liner Finishes 3- Reciprocating Friction Tests 4- Reciprocating Wear Tests 5- Discussion and Conclusions
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Modelling
HDD 128 mm, alloyed perlitic grey cast iron
1.5 1.0 0.5 0.0 -0.5 -1.0 -1.5 -2.0 -2.5 -3.0 -3.5

Slide

Plateau

Rpk Rk Rvk

Depth (um)

Greenwood surface parameters, summit asperity: ZS mean height [m] height standard deviation [m] mean radius [m] density [m-2] summit height
distribution z
S

surface height distribution

Rq Rpk Rk Rvk ZS (109)

SH 0.43 0.17 0.47 1.37 0.33 0.25 13.1 35

PH 1.00 0.26 0.99 1.79 0.72 0.40 12.5 28

MIT ring simulation adapted code assumed fully flooded conditions Profile and Surface parameters calculated from the experimental pieces Sp dry friction coeff. assumed = 0.11 L

P = 1 bar

b P = 1 bar

Patir & Cheng Flow Factors 15/20

T = 30 C

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Experimental vs. Predicted Friction Plateau Honing

0.12 0.10 0.08 0.06 Friction Coefficient 0.04 0.02 0.00 -0.02 0.0 -0.04 -0.06 -0.08 -0.10 -0.12 Speed/Load [rpm/N]
Ring profile is non-symmetric, friction varies with direction. Negative values are only due to the force sensor. Exp Model

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

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Experimental vs. Predicted Friction Slide Honing

0.12 0.10 0.08 0.06
Friction Coefficient

Exp Model

0.04 0.02 0.00 -0.02 0.0 -0.04 -0.06 -0.08 -0.10 -0.12
Speed/Load [rpm/N]

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

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Ring profile is non-symmetric, friction varies with direction. Negative values are only due to the force sensor.

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Predicted Oil Film Thickness / Asperity Contact

Plateau Calculated Oil Film Thickness
1.4 1.2

Slide
HDD engine, 1800 rpm, 25% load

Oil Film (m)

at 0.80 m AC/A0 = 21 % VOil/A0= 0.84 m

1.0 0.8 0.6 0.4 0.2 0.0 -360

at 0.80 m AC/A0 = 0.3 % VOil/A0= 0.80 m

Plateau Slide
-180 0 Crank Angle (deg) 180 360

at 0.30 m AC/A0 = 53 % VOil/A0= 0.53 m 18/20

Calculated Results show that the Smoother finishing presents:

lower asperity contact pressure lower friction & wear lower oil volumes potential for lower LOC

at 0.15 m AC/A0 = 32 % VOil/A0= 0.19 m

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Conclusions

With increase of speed, the smoother surfaces tend to enter first in hydrodynamic regime. The laser 3 mm and the smooth non-laser region showed significant lower friction. But only roughness can not explain the different friction. In the wear tests, friction reduced along the test due the break-in. In general, friction along the wear test followed the friction test ranking.
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Effect of surface finish was not significant on the measured liner wear. For the ring wear, the smoother variants caused lower wear.

Under engine operation, the structured laser spots may combine the lower friction advantage of the very smooth finish along the stroke and the oil reservoirs on the spotted region.

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