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Research Papers: Coatings and Solid Lubricants

Wear Properties and Scuffing Resistance of the Cr–Al2O3 Coated Piston Rings: The Effect of Convexity Position on Barrel Surface

[+] Author and Article Information
Siqi Ma, Wenbin Chen, Chengdi Li, Mei Jin

Key Laboratory of Ship-Machinery Maintenance
and Manufacture,
Dalian Maritime University,
Dalian 116026, China

Ruoxuan Huang

Department of Materials Science and
Engineering,
Dalian Maritime University,
Dalian 116026, China
e-mail: huan0237@ntu.edu.sg

Jiujun Xu

Key Laboratory of Ship-Machinery Maintenance
and Manufacture,
Dalian Maritime University,
Dalian 116026, China
e-mail: xu.jiujun@163.com

1Corresponding authors.

Contributed by the Tribology Division of ASME for publication in the JOURNAL OF TRIBOLOGY. Manuscript received January 31, 2018; final manuscript received August 13, 2018; published online October 16, 2018. Assoc. Editor: Joichi Sugimura.

J. Tribol 141(2), 021301 (Oct 16, 2018) (8 pages) Paper No: TRIB-18-1048; doi: 10.1115/1.4041215 History: Received January 31, 2018; Revised August 13, 2018

This work investigates the effect of convexity position of ring barrel surface on the wear properties and scuffing resistance of the Cr–Al2O3 coated piston rings against with the CuNiCr cast iron cylinder liner. The scuffed surface morphology and elements distribution as well as the oil film edge were analyzed to explore the influencing mechanism of the convexity position on the scuffing resistance. The results show that the convexity offset rate on the barrel surface of the ring has no noticeable influence on both friction coefficient and wear loss near the dead points, but a suitable convexity position will result in the improved scuffing resistance. The shape of the barrel face not only affects the worn area on the ring, but also determines the oil film wedge and pressure distribution, consequently influences the scuffing resistance.

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Figures

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Fig. 1

Three-dimensional schematic and key dimension of the piston ring

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Fig. 2

The image of the liner and ring specimens

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Fig. 3

The arrangement of the friction force sensor and the schematic of the wear test device

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Fig. 4

Friction force versus time of the scuffing test

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Fig. 5

The average dead points friction coefficient of the wear tests during the steady stage with different convexity offset rate

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Fig. 6

The friction force of a typical reciprocation cycle in the steady wear period

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Fig. 7

The wear loss of the friction pair: (a) wear depth of the ring specimen and (b) weight loss of the cylinder specimen

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Fig. 8

The time duration before scuffing occurrence with different convexity offset rate

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Fig. 9

Three typical worn zone of the CKS rings after the scuffing occurrence: (a) δ0 = 13%, (b) δ0 = 32%, and (c) δ0 = 60%

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Fig. 10

A typical SEM image and EDS spectrum of the cylinder after scuffing

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Fig. 11

A typical SEM image and corresponding majority element mapping of the ring surface after scuffing

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Fig. 12

The schematic of the effect of convexity position on the oil film wedge and pressure distribution (The dashed area of the left figure is enlarged on the right): (a) rectangle ring, (b) barrel surface ring with suitable convexity position, and (c) barrel surface ring with overlarge convexity offset

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