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首页> 外文学位 >Cylinder liner wear at top ring reversal point: Engine experiment and simulation model.
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Cylinder liner wear at top ring reversal point: Engine experiment and simulation model.

机译：顶环反转点的气缸套磨损：发动机实验和仿真模型。

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摘要

A new technique has been developed to measure the wear and surface texture of the cylinder liner at the top ring reversal point (TRRP) in an internal combustion engine under actual running conditions without the need to disassemble the engine. A wear probe was designed, manufactured and installed in a single cylinder S.I. engine to measure the wear at TRRP over the break-in period. The wear mechanisms were determined from examining the surface texture of the wear probe by using the Scanning Electron Microscope, the optical microscope and the 3-D laser stylus. The probe surface was examined before, during and after the break-in period. The highest rate of wear was found to occur at the beginning of the break-in period, and decreased sharply during the first hour. The wear reached its low steady rate after three and half hours of engine break-in. The primary wear mechanisms were found to be abrasion and plastic deformation.; In addition, the total instantaneous engine frictional torque was measured. The friction and surface roughness, Ra, decreased with time took around 20 hours longer than the wear to reach their steady states. Correlations between the rates of change in wear, surface roughness and engine friction over the break-in period were developed.; A one-dimensional elstohydrodynamic mixed lubrication, friction and wear model was developed. Wear is predicted based on the surface asperity contact pressure. The model can predict the effects of surface roughness, asperity contact, temperature-pressure-viscosity on wear, lubrication and friction of the piston rings and cylinder liner. The cylinder bore wear during the engine break-in was simulated and compared with the experimental results. The predicted cylinder bore wear at TRRP showed a good agreement with the engine test results. The following results are obtained from the model: (a) the minimum oil film thickness, the highest asperity contact friction and the most serious wear on the cylinder liner surface occur at the TRRP in the beginning of the expansion stroke, (b) the oil film thickness decreases and the wear of the cylinder bore and the piston rings increases at higher cylinder wall temperatures, (c) the combined ring friction due to both hydrodynamic and asperity contact is affected by the oil temperature and reaches a minimum level at a certain temperature and (d) the increase in surface roughness causes a drop in oil film thickness and an increase in ring pack friction and liner wear.
机译：已经开发了一种新技术，可以在实际运行条件下测量内燃机顶圈换向点（TRRP）处的气缸套磨损和表面纹理，而无需拆卸发动机。磨损探头的设计，制造和安装在单缸S.I.发动机中，以测量磨合期内TRRP的磨损。通过使用扫描电子显微镜，光学显微镜和3-D激光笔检查磨损探针的表面纹理来确定磨损机理。在磨合期之前，期间和之后检查探头表面。发现最高的磨损率发生在磨合期开始时，并且在第一个小时内急剧下降。发动机磨合三个半小时后，磨损达到了较低的稳定率。发现主要的磨损机理是磨损和塑性变形。另外，测量了总瞬时发动机摩擦扭矩。摩擦和表面粗糙度Ra随时间的推移比达到其稳态所需的时间要长20个小时。建立了磨合期内磨损变化率，表面粗糙度和发动机摩擦率之间的相关性。建立了一维电液混合润滑，摩擦磨损模型。根据表面粗糙接触压力预测磨损。该模型可以预测表面粗糙度，粗糙接触，温度-压力-粘度对活塞环和气缸套的磨损，润滑和摩擦的影响。模拟了发动机磨合期间的缸孔磨损，并与实验结果进行了比较。 TRRP预测的缸孔磨损与发动机测试结果吻合良好。从模型中获得以下结果：（a）在膨胀冲程开始时在TRRP处出现最小的油膜厚度，最大的粗糙接触摩擦和最严重的气缸套表面磨损，（b）在较高的气缸壁温度下，油膜厚度减小，气缸孔和活塞环的磨损增加，（c）由于流体动力学和粗糙接触引起的组合环摩擦受油温的影响，并在一定温度下达到最低水平（d）表面粗糙度的增加会导致油膜厚度的下降，以及环组件的摩擦和衬套磨损的增加。

著录项

  • 作者

    Ma, Zheng.;

  • 作者单位

    Wayne State University.;

  • 授予单位 Wayne State University.;
  • 学科 Engineering Mechanical.
  • 学位 Ph.D.
  • 年度 2002
  • 页码 200 p.
  • 总页数 200
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类 机械、仪表工业;
  • 关键词

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