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Abstract
The present work is an attempt to determine the oil lm thickness in a medium-speed four-stroke diesel engine with a cylinder diameter
of 200 mm. Experimental research on this topic was found necessary due to the limited amount of published information available with
reference to engines of the present size. The experimental part of the study was carried out as ring engine tests, with an instrumented
piston, equipped with telemetric data transmission, and an instrumented cylinder liner in a 6-in-line test engine. The study was carried
out for different parts of the four-stroke working cycle and for different levels of engine power output. The results were compared with
the results of computer simulations, carried out using a commercial software package. The conclusions of the study comprise aspects on
the formation and development of the oil lm between the rings and the liner under a set of load levels together with the periodical
uctuation during different strokes of the working cycle.
r 2006 Elsevier Ltd. All rights reserved.
Keywords: Oil lm thickness; Piston ring; Cylinder liner; Medium-speed diesel engine
0301-679X/$ - see front matter r 2006 Elsevier Ltd. All rights reserved.
doi:10.1016/j.triboint.2006.04.003
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1644 J. Tamminen et al. / Tribology International 39 (2006) 16431652
Table 1
Test engine characteristics
Table 2
Geometry of the compression rings
2.2. Instrumentation
The cylinder liner of the measuring cylinder was 2.3. Data acquisition and analysis
equipped with four eddy current displacement sensors to
observe the oil lm thicknesses between the liner and the A schematic of the data acquisition and analysis system
piston rings. Fig. 1 shows the positions of the displacement is presented in Fig. 4. The sampling frequency of the high-
sensors. The locations of the displacement sensors were frequency measurements was 10.8 kHz, which equals to
chosen such that the whole ring pack would pass each two measured samples per each crank angle degree at an
sensor at TDC and BDC locations. engine speed of 900 rev/min.
The ring pack area of the measuring piston was The cycle-to-cycle variations in the measured high-
instrumented with piezo-resistive pressure sensors. The frequency parameters were found to be insignicant. The
gas pressure was measured from four locations in the pressures and oil lm thicknesses are presented as averages
piston ring area, as shown in Fig. 2. Three thermocouples of 20 working cycles.
for temperature measurements were positioned in the The absolute values of the oil lm thicknesses measured
piston; one thermocouple next to each of the three in this study were impossible to specify. This is partly due
uppermost pressure sensors. to the measuring arrangement, which is based on four
Telemetric data transmission was used to supply the different sensors with slightly different linearity. Due to the
measuring signals from the moving piston to the data need for an offset of the eddy current sensors in the
acquisition and processing system. Fig. 3 shows the cylinder liner, the sensors had to be installed with their
telemetric data transmitter and an antenna installed in inner ends at least 50 mm below the inner surface of the
the piston. The power supply to the pressure sensors and liner. This complicated the determination of the zero point,
the transmitters was arranged by a battery. and at the location of the sensor ends, the formation of the
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J. Tamminen et al. / Tribology International 39 (2006) 16431652 1645
Fig. 7. Oil lm thicknesses (OFT) between the rst compression ring and Fig. 10. Oil lm thicknesses (OFT) between the second compression ring
the cylinder liner at the location of displacement sensor no. 2, on the thrust and the cylinder liner at the location of displacement sensor no. 1, on the
side at mid-stroke. thrust side at TDC.
Fig. 8. Oil lm thicknesses (OFT) between the rst compression ring and Fig. 11. Oil lm thicknesses (OFT) between the second compression ring
the cylinder liner at the location of displacement sensor no. 3, on the anti- and the cylinder liner at the location of displacement sensor no. 2, on the
thrust side at mid-stroke. thrust side at mid-stroke.
Fig. 9. Oil lm thicknesses (OFT) between the rst compression ring and Fig. 12. Oil lm thicknesses (OFT) between the second compression ring
the cylinder liner at the location of displacement sensor no. 4, on the thrust and the cylinder liner at the location of displacement sensor no. 3, on the
side at BDC. anti-thrust side at mid-stroke.
thickness measurement results for the second piston ring charge air temperature, and in Fig. 14, for the piston
are shown in the Figs. 1012, and 15. The results of the temperatures, with reference to the positions of the
temperature measurements are presented in Fig. 13, for the thermocouples as described above in Section 2.2.
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1648 J. Tamminen et al. / Tribology International 39 (2006) 16431652
Fig. 13. Charge air temperature (T) after charge air cooler, in receiver and
Fig. 16. Oil lm thickness (OFT) on the thrust side of the rst
in multiduct (part of the induction manifold closest to the cylinder).
compression ring. Simulated curves for absolute oil lm thickness, and
data points measured with sensor no. 1.
Fig. 15. Oil lm thicknesses (OFT) between the second compression ring
and the cylinder liner at the location of the displacement sensor no. 4, on Fig. 18. Oil lm thickness (OFT) on the thrust side of the rst
the thrust side at BDC. compression ring. Simulated curves for absolute oil lm thickness, and
data points measured with sensor no. 4
3.2. Simulation results
Simulation results are presented for the load levels of the compression rings with measured results as a separate
100%, 75% and 25% of the nominal power, which was gure for each sensor location. The absolute values for the
170 kW/cylinder. Figs. 1621 show the oil lm thickness for simulation results are the same within the results shown in
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J. Tamminen et al. / Tribology International 39 (2006) 16431652 1649
Fig. 19. Oil lm thickness (OFT) on the thrust side of the second Fig. 22. Axial location of the rst compression ring.
compression ring. Simulated curves for absolute oil lm thickness, and
data points measured with sensor no. 1.
Fig. 20. Oil lm thickness (OFT) on the thrust side of the second
compression ring. Simulated curves for absolute oil lm thickness, and
data points measured with sensor no. 2. the Figs. 1621. The trends in the measured and simulated
values for the oil lm thickness can be compared in the
gures. However, as mentioned in Section 2.4, the
measured results are relative oil lm thicknesses, and thus,
not directly comparable with the simulation results which
are absolute values.
The axial locations of the rst and second compression
rings, on the basis of computer simulations, are presented
in the Figs. 22 and 23.
4. Discussion
compression ring. This can be seen as the higher oil lm 4.2.2. Second compression ring
thickness at the exhaust stroke. The only exception to this On the thrust side at mid-stroke, the oil lm thickness
behaviour is at 50% load, where the oil lm thickness at between the second compression ring and the liner increases
the exhaust stroke is slightly higher than that during the when the load is increased (Fig. 11). At load levels 25% and
intake stroke. 50%, the oil lm thickness is at its thinnest during the
During the compression and expansion strokes (Fig. 5), compression stroke. These low oil lm thickness values may
the piston rings have transported and distributed the partly arise from a decrease in the charge air temperature
lubricating oil, even to the upper part of the liner. At load (Fig. 13) that cools the surface of the cylinder liner during the
levels 50%, 75% and 100%, the oil lm thickness during intake stroke just before the compression stroke. The piston
the beginning of the expansion stroke was lower than that temperatures (Fig. 14), however, show a rising trend with
during the end of the compression stroke. This may result respect to increasing load level at all sensor positions, even at
from the sharp rise in the gas pressure acting behind the the 25% load level. At load levels 75% and 100%, the lowest
rst compression ring, as shown in Fig. 6. oil lm thicknesses under the second compression ring are
measured during the expansion stroke. This corresponds to
the pressures behind the ring that are higher during the
4.1.2. Second compression ring
expansion stroke than during other strokes.
Close to TDC, at the location of sensor no. 1, the
At mid-stroke on the anti-thrust side, the oil lm
changes in oil lm thickness between the second compres-
thickness between the second compression ring and the
sion ring and the cylinder liner are modest, both regarding
liner shows the same decreasing trend with respect to
the stroke-by-stroke variations and the load changes, see
increase in load (Fig. 12) as in the case of the rst
Fig. 10. Yet, the effect of the gas pressure acting behind the
compression ring. On the anti-thrust side, the increase in
ring during the expansion stroke can be seen in the oil lm
overall temperature along with the rising load seems to
thickness, which is at its thinnest during the expansion
have an effect on the oil lm thickness. At load levels above
stroke, for all load levels studied.
25%, the oil lm thickness is slightly lower during the
upward strokes than during the downward strokes.
4.2. Measured oil film thickness at mid-stroke
4.3. Measured oil film thickness close to BDC
4.2.1. First compression ring
At mid-stroke (sensor nos. 2 and 3), the changes in 4.3.1. First compression ring
temperature and pressure with the strokes of the working Again, the rise of oil lm thickness between the rst
cycle are less dramatic than those observed when close to compression ring and the cylinder liner with increasing
TDC. The location of the oil distribution groove situated load can be seen close to BDC at sensor no. 4, at load levels
below the ring pack (shown in Fig. 2) allows a more from 10% to 50%. At load levels above 50%, the oil lm
constant oil supply to the rings than in the case of the thickness slightly decreases when the load is increased. At
location close to TDC. Furthermore, the piston speed, and certain load levels, the oil lm thickness is almost constant,
thus the sliding speed of the piston rings, is higher at mid- regardless of the stroke, as shown in Fig. 9. The pressure
stroke than at the sensors situated close to TDC and BDC. behind the rst compression ring stays modest and is not
These conditions reduce the changes in oil lm thicknesses likely to have a major effect on the oil lm thickness.
between different strokes, see the Figs. 7 and 8.
The increase in oil lm thickness with increasing load at 4.3.2. Second compression ring
load levels 10%, 25% and 50%, as seen at the location of In the case of the second compression ring, the changes
sensor no. 1 (close to TDC), can also be seen at mid-stroke in the measured oil lm thicknesses close to BDC at various
from the signal of the thrust side sensor no. 2. At higher load levels are minor, typically within 23 mm at their highest,
load levels, from 50% to 100%, no increase or minor see Fig. 15. The same trend was seen in the corresponding oil
decrease in oil lm thickness occurs. The cause of this lm thicknesses at the rst compression ring (Fig. 9). This
phenomenon is complex, but the rising gas pressures acting indicates relatively steady conditions and sufcient oil supply
behind the rst compression ring and the rising of overall to both compression rings close to BDC.
temperatures possibly cause this change in the oil lm The lowest oil lm thicknesses and the highest pressures
thickness. behind the second compression ring occur, as with the rst
On the anti-thrust side (sensor no. 3), the oil lm compression ring, at the same time close to BDC during the
thickness decreases with increasing load as shown in Fig. 8. expansion stroke.
The oil lm thickness between the rst compression ring
and the liner is higher during the downward strokes than 4.4. Simulation results and their comparison to measured
during the upward strokes. This is quite logical when results
considering the location of the oil distribution groove. The
oil available for the second and rst compression rings is, In general, the simulated results show high uctuations
however, regulated by the oil control ring. in the results for 25% load, especially during the intake
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J. Tamminen et al. / Tribology International 39 (2006) 16431652 1651
stroke, for both compression rings. The uctuations n the load levels is less than 1 mm, whereas for the simulation
oil lm thickness could be caused by radial lift-off of the results the difference was larger.
rings. The simulation results for the rst compression ring at
For the rst compression ring, the 100% and 75% load mid-stroke (Fig. 17) suggest that the highest oil lm
levels gave a higher oil lm thickness for the strokes where thickness occurs during the exhaust stroke. On the other
the piston moves upwards (compression and exhaust) than hand, the corresponding measured results show the lowest
for the expansion and intake strokes, see the Figs. 1618. oil lm thicknesses at each specic load during the exhaust
At the 25% load level, the oil lm thickness reached stroke. In Fig. 20, representing the second compression
approximately the same value (4 mm) during all four ring, the trends for both simulation and measurements are
strokes. The similar behaviour is seen for the second the same, with the highest oil lm thickness during the
compression ring in Figs. 1921 for a load level of 25%. exhaust stroke.
The second compression ring had a lower oil lm
thickness than the rst compression ring during the 5. Conclusions
expansion stroke. The pressure behind the second ring
was higher at higher load levels, and thus the scraping The most critical lubrication conditions for the rst
effect of the ring was emphasized. compression ring occur close to TDC towards the end of
For the rst compression ring at sensor no. 4 (close to the exhaust stroke at the lowest low-load levels.
BDC), as presented in Fig. 18, the measurements show According to the measured results, the oil lm thickness
minute differences between the oil lm thicknesses of between the rst compression ring and the cylinder liner at
the different strokes for a specic load. The 75% load all engine load levels was at its thinnest close to TDC
level gives a higher oil lm thickness than does the position (sensor no. 1, thrust side) at the end of the exhaust
100% load level. The 25% load level clearly gives the stroke. The same phenomenon can be seen at mid-stroke
lowest oil lm thickness. The simulation results support the (sensor no. 2) on the thrust side.
observed relationship between the 75% and 100% load The measured results indicate that the oil lm thickness
levels, but the simulated 25% load has a higher oil lm on the thrust side of the piston increases with increasing
thickness than the measurements would suggest. The load at every sensor position. In the case of the rst
simulation results furthermore give smaller differences compression ring, the effect is greater near TDC than that
between the different load levels than the measurement near BDC. For the second compression ring, the increase
results do. in the oil lm thickness is more evident close to BDC.
The rst compression ring remains at the bottom of the For the rst compression ring, the differences in the oil
ring groove during half of the intake stroke (Fig. 22), lm thicknesses between different strokes decrease towards
through the compression stroke and half of the expansion BDC, indicating more stable lubrication conditions on the
stroke. In Fig. 22, a slight utter can be seen after mid- lower part of the cylinder liner than on the upper parts.
stroke of the expansion stroke, after which the ring moves Close to TDC, the measured oil lm thickness between
up in the groove to remain there until half of the intake the second compression ring and the cylinder liner has its
stroke, for the load levels 75% and 100%. For the 25% maximum at medium engine load levels during all strokes
load level, the ring moves to the bottom of the groove for a of the working cycle. At lower load levels, the ring may
duration of 60 deg of crank angle at the mid-stroke of the push the oil ahead of it instead of sliding on the oil lm. At
exhaust stroke. The axial movement of the second higher load level, the oil viscosity is decreased by the higher
compression ring (Fig. 23) shows that the ring is at the temperatures, and results in a lower load-carrying capacity
bottom of the groove for most of the working cycle. The and in thinner oil lm thicknesses.
ring moves to the upper side of the groove only around At mid-stroke and close to BDC, the oil lm thickness
BDC during the exhaust and intake strokes. between the second compression ring and the liner
There is no indication of axial ring lift for either of the increases along with the increasing engine load through
rings at any of the load levels during the intake stroke, the whole engine load range. At mid-stroke, the changes in
which could explain the uctuation of the oil lm thickness temperature along with the load are smaller than closer to
for both compression rings. TDC. The inuence of the temperature decreases towards
In Fig. 16, the simulation and measurement results BDC and the increase in oil lm thickness with increasing
correspond well near TDC during the exhaust and intake engine load is most evident close to BDC.
strokes. The measured oil lm thickness after ring TDC On the anti-thrust side at mid-stroke, the oil lm
gives an increasing lm thickness with increasing load; thickness between both compression rings and the cylinder
although, the simulation results suggest the opposite. The liner decreases when the engine load is increased. The
oil lm of the rst compression ring is very much relying on increasing overall temperature along with the arising load
the lm trailing the second ring. Fig. 19 shows that a higher inuences the oil lm formation on the anti-thrust side
load during the expansion stroke generated a lower oil lm more clearly than on the thrust side.
thickness. The measurement results in Fig. 10 conrm this The simulation results show for the compression rings
at loads above 50%; although, the difference between the that an increase in the engine load reduces the oil lm
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1652 J. Tamminen et al. / Tribology International 39 (2006) 16431652
thickness during the strokes during which the piston moves Agency, Tekes, by the companies Wartsila Finland Oy,
downwards, i.e. during expansion and intake. The com- Lubrizol Ltd., M. Jurgensen GmbH&Co, Volvo Technol-
pression rings are then pressed against the lower surfaces of ogy Development and by the Technical Research Centre of
their respective grooves throughout the strokes, sealing the Finland (VTT). The authors wish to thank the participat-
ring groove from the crankcase and causing a higher gas ing companies and institutions for their nancial and
force acting on the backside of the ring than on the face technical support in the project.
side.
According to the simulations, the oil lm thickness
during the compression stroke at 100% load is lower than References
that at 75% load. This can also be seen for both
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