TECHNICAL PAPERS: Internal Combustion Engines

Friction Reduction by Piston Ring Pack Modifications of a Lean-Burn Four-Stroke Natural Gas Engine: Experimental Results

[+] Author and Article Information
Kris Quillen, Rudolf H. Stanglmaier

Engines and Energy Conversion Laboratory, Colorado State University, Ft. Collins, CO 80524

Luke Moughon, Rosalind Takata, Victor Wong

Sloan Automotive Laboratory, Massachusetts Institute of Technology, Cambridge, MA 02139

Ed Reinbold, Rick Donahue

 Waukesha Engine Dresser, Waukesha, WI 53188

J. Eng. Gas Turbines Power 129(4), 1088-1094 (Jan 11, 2007) (7 pages) doi:10.1115/1.2719262 History: Received July 13, 2006; Revised January 11, 2007

A project to reduce frictional losses from natural gas engines is currently being carried out by a collaborative team from Waukesha Engine Dresser, Massachusetts Institute of Technology (MIT), and Colorado State University (CSU). This project is part of the Advanced Reciprocating Engine System (ARES) program led by the U.S. Department of Energy. Previous papers have discussed the computational tools used to evaluate piston-ring/cylinder friction and described the effects of changing various ring pack parameters on engine friction. These computational tools were used to optimize the ring pack of a Waukesha VGF 18-liter engine, and this paper presents the experimental results obtained on the engine test bed. Measured reductions in friction mean effective pressure (FMEP) were observed with a low tension oil control ring (LTOCR) and a skewed barrel top ring (SBTR). A negative twist second ring (NTSR) was used to counteract the oil consumption increase due to the LTOCR. The LTOCR and SBTR each resulted in a 0.50% improvement in mechanical efficiency (ηmech).

Copyright © 2007 by American Society of Mechanical Engineers
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Figure 4

Cylinder 5 pressure transducer locations

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Figure 5

Optical encoder and optical pickup

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Figure 6

Eddy current dynamometer

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Figure 7

AVL automatic oil consumption meter

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Figure 8

Output from the oil consumption meter (LTOCR & NTSR at 1800rpm and 400bhp(298kW))

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Figure 11

Assembled test engine

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Figure 17

ηmech versus BMEP at 1800rpm

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Figure 18

ηmech versus BMEP at 1800rpm

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Figure 19

Measured oil consumption at 1800rpm and 400bhp(298kW)

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Figure 1

Typical piston ring pack

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Figure 2

Illustration of skewed barrel profile design

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Figure 3

Cylinder 5 pressure transducer measurements

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Figure 9

Blow-by flow meter

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Figure 10

COV of IMEP of cylinder 6 and the cylinder average

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Figure 13

Disassembled test engine

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Figure 14

FMEP versus BMEP at 1800rpm (combined baseline results)

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Figure 15

FMEP vs. BMEP at 1800rpm (separate baseline results)

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Figure 16

Experimental and modeled FMEP results at 1800rpm and 400bhp(298kW)

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Figure 20

Blow-by flow versus BMEP at 1800rpm




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