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Research Papers: Gas Turbines: Combustion, Fuels, and Emissions

Numerical Research on Tribological Performance of Textured Liner Surface Under Different Combustion Modes

[+] Author and Article Information
Bifeng Yin

Professor
School of Automobile and Traffic Engineering,
Jiangsu University,
Zhenjiang 212013, China
e-mail: ybf@ujs.edu.cn

Shao Sun

School of Automobile and Traffic Engineering,
Jiangsu University,
Zhenjiang 212013, China
e-mail: suns1960@163.com

Bowen Wang

School of Automobile and Traffic Engineering,
Jiangsu University,
Zhenjiang 212013, China
e-mail: wbwacx@163.com

Yanqiang Qian

School of Automobile and Traffic Engineering,
Jiangsu University,
Zhenjiang 212013, China
e-mail: Andy_qyq@163.com

Contributed by the Combustion and Fuels Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received September 30, 2015; final manuscript received July 8, 2016; published online August 30, 2016. Assoc. Editor: Stani Bohac.

J. Eng. Gas Turbines Power 139(1), 011504 (Aug 30, 2016) (7 pages) Paper No: GTP-15-1469; doi: 10.1115/1.4034182 History: Received September 30, 2015; Revised July 08, 2016

With the increasingly stringent requirements on energy saving and environmental-friendly for internal combustion (IC) engine, new concepts like novel combustion mode and surface texturing technology have emerged. In order to have deep understanding about the application effects of surface texturing into IC engine with new combustion mode, a mixed lubrication calculation model considering surface textures on cylinder liner together with different combustion modes has been built in the present work based on a four-cylinder diesel engine. The numerical research was conducted on the change of the surface tribological performance of textured cylinder liner under different combustion modes. The simulation results indicate that compared with the conventional combustion (CC) mode, the combustion phase of premixed charge combustion ignition (PCCI) mode and retarded injection (RI) mode varies and their in-cylinder peak pressure is different at the beginning of power stroke due to different injection strategies applied, which lead to significant differences between piston ring radial working loads. Near TDC, the mixed lubrication duration of PCCI and RI mode increases slightly in comparison to that of CC mode, and these three boundary lubrication durations are almost same. However, the thickness of lubricant film between friction pair of three modes is quite different, resulting in their different tribological properties. Among these parameters, the dimensionless total friction force (DTFF) and the dimensionless friction work of PCCI mode increase by 82.37% and 18.41% at most, respectively, while those of RI mode decrease by 36.50% and 12.45% at most, respectively, compared with the same parameters of CC mode. Therefore, the variations in tribological property of the textured cylinder liner–piston ring (CLPR) with different combustion modes should not be ignored.

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Figures

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Fig. 1

Schematic diagram of dimple geometry on the liner surface: (a) dimples array extended on the liner plane, (b) cross section of ring–liner part, and (c) control unit

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Fig. 2

Diagram of radial direction force balance for piston ring

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Fig. 3

Pressure distribution along the ring face using Reynolds boundary conditions: (a) no ruptures in oil film and (b) ruptures in oil film

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Fig. 4

In-cylinder pressure variations with crank angle for three combustion modes

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Fig. 5

Minimum OFT ratio change with crank angle between textured CLPR pair in different combustion modes

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Fig. 6

Nondimensional total friction force changing with crank angle between textured pair in different modes

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Fig. 7

The variations in nondimensional asperity friction force and fluid friction force with crank angle in textured CLPR system under different combustion modes

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Fig. 8

Average dimensionless friction force in the boundary lubrication region for different combustion modes

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Fig. 9

Dimensionless oil film pressure and asperity bearing pressure varying with crank angle for different combustion modes: (a) in the working cycle and (b) near TDC area

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Fig. 10

Dimensionless friction power in CLPR system for different combustion modes: (a) in the working cycle and (b) near TDC area

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