Tribology International Vol. 28, No. 7, pp.

453-463, 1995
Copyright 0 1995 Elsevier Science Ltd
Printed in Great Britain. All rights reserved
0301-679X/95/$10.00 +O.OO
0301-679X(95)00010-0

ographic features of
cylinder liners - an application
of three-dimensional
racterization techniques
W. P. bong*, E. J. Davis, D. L. Butler and K. J. Stout

Studies of wear patterns on engine cylinder liners show that radial

wear is greatest on the anti-thrust side, and close to top dead
centre, As a result of this wear, surface topography features at
different positions exhibit different characteristics. Quantitative
representation of the features is helpful for functional analysis and
functional control of cylinder liner manufactu’re. In this paper
three-dimensional characterization techniques are applied to
produce a comprehensive characterization of cylinder liner wear at
different longitudinal positions. The areal autocorrelation function
and the areal power spectrum reveal the changes in topographic
features. The different topographic features of newly created, after
running-in, severely worn and bore polished surfaces of cylinder
liners ,-are identified by quantitative functional indices. The
characterization techniques and parameters used in the paper
constitute an effective approach to the characterization of surface
topography of cylinder liners and other tribological surfaces.

Keywords: cylinder liner, wear, surface topography, characterization

Introduction Besides using some conventional two-dimensional (2-

The characterization of cylinder liner surface topogra- D) roughness parameters, attempts at functional
phy ha:, been a topic of considerable research in characterization have been concentrated on characteriz-
manufacturing, tribology, surface metrology and auto- ing the profile bearing length ratio or the
mobile engineering for the past 30 yearsi-17. It is Abbott-Firestone curve18 since the middle of the
believed that an ideal surface topography would result 1970s. A two-section model which separates the profile
in short running-in stage, low oil consumption, low bearing length ratio into two parts, i.e. a valley part
harmful emissions, prolonged engine life and good which specifies the oil retention capacity and a peak
engine performance. To achieve these objectives a part which specifies the debris material, was used by
plateau-shaped feature which possesses truncated many researchers2,4,5,7J5. This model is correlated
peaks, ceep valleys and a crossed striation pattern is with functional properties of profiles, hence it is
required for the surface topography of cylinder liners. of great value when describing the plateau-shaped
Many rrethods have been developed to characterize features.
this kind of topographic feature.
A more well known method based on characterizing
the profile bearing ratio curve was proposed by
School of i/lanufacturing and Mechanical Engineering, The Universizy Bodenschwinna; this approach was standardized as
of Birmingham, Birmingham B15 2TT, UK
Received 30 November 1993; revised 15 July 1994; accepted 14 DIN477613. This method classifies the profile bearing
December 1994 area ratio curve into three parts termed peak zone,
*To whom correspondence should be addressed core zone and valley zone. Five parameters are derived
Tribology International Volume 28 Number 7 November 1995 453
Topographic features of cylinder liners: W. P. Dong et al.

from the three zones by a special algorithm. In

principle this method is mainly used for characterizing
highly stressed surfaces, e.g. cylinder liners.
In general the above mentioned techniques are based
on characterizing 2-D profiles. An inherent problem
is that the 2-D profile itself does not contain enough Thrust -
information relating to surface topography in three side
dimensions. This problem can be illustrated from two
aspects. First a 2-D profile can only provide a rough
approximation of bearing area and material/void
volume information. Secondly a 2-D profile does not
reveal any information perpendicular to the profile in
the horizontal plane. An example is that an unworn
cylinder liner surface is more or less anisotropic, whilst
it becomes more or less isotropic after the honing
marks are worn. Basically a 2-D profile does not
reveal this information. Thus for a comprehensive
study of cylinder liner surfaces, characterization based
on 3-D surface topography is necessary.
In practice surface topography of a liner in use is not
consistent along the axis of translation. After a period
of wear, bore polish3J0 may appear. In other places
surface topography remains as it was during initial
running-in. The different topographic features reveal Fig 1 Cylinder liner wear patterns (adapted from Ishi-
zuki et al.9)
different functional properties at differing positions of
the liner. Therefore a comprehensive characterization
of the cylinder liner, by using a 3-D characterizing
technique, may help in understanding topographic as indicated in Fig 1. These wear patterns can be
change and therefore in assisting the evaluation of related to the piston motion as shown by the piston
functional properties. To this end this paper charac- traverse motion and tilting position patterns monitored
terizes a complete set of samples of a used cylinder liner by Ishizuki et aZ.y A diagrammatic layout of this
with 3-D characterization techniques and parameters motion is shown in Fig 2. This indicates the contact
proposed by Stout et al 17,1y,20. Besides the evident areas between piston rings and the cylinder wall during
profitable 3-D visual characterization technique12, the the engine working strokes.
application of the 3-D parameters, especially some
functional indices, is emphasized in this paper. Since As can be seen on this diagram the main contact is
the functional indices are directly related to true on the anti-thrust side during the compression, expan-
surface bearing area and true material/void volume sion and exhaust strokes. Contact occurs on the thrust
they present an effective indication of topographic side during the intake stroke when cylinder pressure
change of the cylinder liner in different positions. and temperature are both low. The action results in
Experimental results are given to illustrate that not the wear pattern mentioned above and shown by
only can bore polish and other tribological statuses be Davis14 when analysing the wear patterns on diesel
observed via the 3-D image of surface topography, cylinder liners. A typical example of this wear can be
but also these statuses can be revealed by the 3-D seen in the sections cut from such a liner in Fig 3.
parameters.
Bore polish
Engine bore wear and topographic features Abrasive wear mechanisms, caused either by two- or
three-body situations, can after a long period of time
Surface changes within the bore during engine life are lead to the removal of the cylinder liner topography.
related to the wearing action caused by the piston This occurs in local areas as indicated in the previous
ring. This action modifies the surface, causing a section and as this mechanism proceeds, surface
transitional topography which retains the underlying polishing occurs and the condition referred to as bore
characteristics of the worn surface. polish can be identified.
The CEC3 in 1976 defined bore polish as: ‘Cylinder
Bore wear and piston motion bore polishing is evidenced by clearly defined areas
of bright mirror finish. It is caused by local mechanical
Cylinder bore wear patterns have been observed and wear of the surface’. They went on further to define
mapped by Ishizuki et a1.9 as shown in Fig 1. As can the visual rating of bore polish as follows:
be seen in this figure wear is greater on the anti-thrust
side than on the thrust side. Longitudinally, wear is Light polish: a mirror finish overlaid on the original
greatest at the position close to the top dead centre honing pattern
(TDC) of the cylinder liner. For severe cylinder liner Medium polish: a mirror finish showing faint original
wear, heavy bore polish may appear at the position honing pattern
454 Tribology International Volume 28 Number 7 November 1995
 Topographic
Expansion Exhaust
stroke stroke
TDC
(0)
BDC
(180)
L
Fig 2 LXagrammatic representation of piston motion (adapted from Ishizuki et al.‘)
Fig 3 P,‘?otograph of the cylinder and measurement positions
Heav-y. polish: a mirror finish showing no traces of
the original honing pattern (Fig 3).
As the bore polish progresses through these classified
conditmls., a very smooth surface is produced which
leads to lubrication starvation. There is insufficient
boundary Iubrication to prevent solid contact and the
surfaces will run together in intimate contact. Local
contact occurs which leads to welding and material
transfer between the surfaces. This results in scuffing
of the s&aces and complete failure. A heavy bore
polish area is clearly seen in Fig 3. The honing texture
has been completely removed in the indicated bore
polish area.
An engine which has developed bore polish will find
lubrication oils and exhaust gases passing the piston
ring and entering the combustion chamber. Where
this occurs emission problems will transpire, i.e. a
reduction in power output and increased oil consump-
tion. The lubrication difficulties which arise lead to
increased scuffing and eventual failure of the engine
by pistor seizure.
3-D characterization techniques
In recent years, many 3-D techniques have been
developed to characterize 3-D surface topography17.
Triboiogy international
features of cylinder liners: W. P. Dong et al.
Intake Compression
- stroke stroke
720
-
The techniques used in this paper are visualization,
area1 auto-correlation and spectral analysis, and func-
tional parametric analysis.
Characterization with surface bearing area and
topographic volumes
As far as the functional characterization technique is
concerned, some functional indices which are based
on characterizing real surface bearing area and
material/void volume are presented here. An illus-
tration of the surface bearing area is shown in Fig
4(a), which indicates that the top part of the surface
has been truncated. It is clear that the real surface
bearing area ratio, &,(7j) is a function of surface
height q. In order to exclude the scale effect of
unstable extremes (the highest peak and the deepest
valley) on calculating the surface bearing area ratio,
it is suggestedI that the surface bearing area ratio be
plotted using the normalized surface height h = r$S,,
where S, is the root-mean-square (RMS) deviation of
the surface. An example of the surface bearing area
ratio is shown in Fig 4(b), where the position of the
mean plane is denoted by 0. At the maximum
normalized height h,,,, the surface bearing area ratio
is 0, whilst at the minimum normalized height h,i,,
the surface bearing area ratio is 100%. The cell
Volume 28 Number 7 November 1995 455
Topographic features of cylinder liners: W. P. Dong et a/.

Bearing area z
2 0
.04
2
8
.z
74
E
8
25 hmio
0 20 40 60 80 100
Bearing area ratio (%)
(a) Surface bearing area (b) An example of the surface
of a truncated surface bearing ratio
Fig 4 Surface bearing area and surface bearing area ratio

accumulative method developed at the University of h mar.

Birmingham17 can be employed to calculate the surface
bearing area ratio.
It is known that at different surface height positions,
surface topography has different functional properties. h
The top part of the surface topography is related to h=O
initial wear, friction, bearing and running-in properties.
The valley part is mainly related to oil or fluid
retention property and the middle part may subject
to functional experiences of the top part and the valley
part. Thus in order to characterize functional properties
of surface topography at different surface height Fig 5 Schematic diagram of the void volume and the
positions properly, the surface bearing area ratio curve material volume
may be classified into three zones similar to that in
the DIN 4776 standard. The peak zone is the part
above 5% surface bearing area ratio which includes
debris volume. The valley zone is the part below 80% volume is shown in Fig 5. A larger S.-i indicates good
surface bearing area ratio which depicts the void fluid retention in the core zone. For a worn surface
volume or fluid retention property. The core zone is the fluid retention capability in this zone would be
then the part between 5% and 80% surface bearing reduced.
area ratio. Three functional parameters are defined
as17,19. Valley fluid retention index S’,i. This is the ratio of the
void volume of the unit sampling area at the valley
Surface bearing index Sbi. This is the ratio of the RMS zone over the RMS deviation, i.e.:
deviation over the surface height at 5% bearing area,
i.e.: Vv(ho.,)
‘Vi = (M - l)(N - l).h _ Ay “q
i
Sbi = 2 S = __ 1
(1) A larger S,i indicates good fluid retention in the valley
rlo.05 ho.05 zone. In normal surface wear the fluid retention
where qo.05 is the surface height at 5% bearing area. capability in this zone should not be affected signifi-
A larger surface bearing index indicates a flat on the cantly. Hence the index should be more or less stable
top of the surface. Thus a worn surface would have a in normal tribological processes.
relatively larger value of the surface bearing index.
Core fluid retention index S,-i. This is the ratio of the Characterization with areal autocorrelation
void volume of the unit sampling area at the core function and power spectral density
zone to the RMS deviation, i.e.:
For a residual surface represented by q(x,y), its area1
V”(hO.05)
(M_ l)(~-- V”(hO.8)
l).&.Ay“q (2)
auto-correlation function (AACF), R(r,,r,), and the
area1 power spectral density (APSD), Gcf&,) are
given by:
where M and N are the number of sampling points in
the x and y directions respectively, LLX and Ay are the Wwy) = E[rl(x,Y)rl(x+T,,Y+Ty)l
sampling intervals in the corresponding directions,
h 0.05 and h~.~ are the normalized surface height at 5% = lim __
and 80% surface bearing area, and V,(h) is the void
volume below the normalized surface height h. It
can be calculated according to Simpson’s rule21. A GCfx,f,,) eiza(xfx+Yf,a) df,df,
schematic diagram of the void volume and the material
456 Tribology International Volume 28 Number 7 November 1995
 Topographic features of cylinder liners: W. P. Dong et al.

Positions of the measurement Positions of the measurement

Fig 6 Measurement positions and parameters of the cylinder liner: (a) RMS deviation S,; (b) functional indices
Sbi, Sci: svi and St,

(;I) Isometric plot (b) AACF

10000
I

0 30 60 90 120 150 180

Angular spectrum (degree)

(c) APSD (d) Angular spectrum

Fig 7 Stirface and its mathematical processing images at position A: (a) isometric plot; (b) AACF; (c) APSD;
(d) angc*lar spectrum

Digital implementation of the AACF and APSD can

be realized by a 2-D fast Fourier transformation (FFI’)
algorithm17.**. Figures 7(b)-12(b) and 7(c)-12(c)
show some examples of the AACF and the APSD of
the cylinder liners. It has been demonstrated17,*’ that
Tribology international Volume 28 Number 7 November 1995 457
Topographic features of cylinder liners: W. P. Dong et al.

(a) Isometric plot (b) AACF

10000 ,
-a1
8000-- 1

om ,&-J-Jo--....~ ~.~.~.~~~ ~.
0 UL I

0 30 60 90 120 150 180

Angular spectrum (degree)

(c) APSD (d) Angular spectrum

Fig 8 Surface and its mathematical processing images at position C

the AACF provides important information about the

spatial relationship between data points, and it clearly
exhibits the texture character of the surface. A
parameter called ‘texture aspect ratio’, S,,, may be
defined such thatr7.‘O:
The shortest distance in which the normalized where p = value of 0 at which G,(8) is a maximum,
o( s = AACF decays to 0.2 in any possible direction < 1 and G,(0) is the angular spectrum of the APSD. For
” The longest distance in which the normalized L (6) engine bore cylinder liners, which possess crossed
AACF decays to 0.2 in any possible direction textures because of the manufacturing process, the
This parameter describes the characteristics of isotropy angle between the two significant texture directions is
possibly identified by the positions where the largest
and long-crestness of surfaces. A larger value of S,,
(towards 1) indicates that a surface is isotropic, while two peaks of the angular spectra locate (see Figs
7(d)-12(d)).
a smaller value of S,, (towards 0) indicates that the
surface is long-crested or has anisotropy with significant
texture. In a tribological process, this parameter may Characterization of topographic features of
reveal the change of surface texture, e.g. from cylinder liners
anisotropy to isotropy.
As has been introduced above, surface wear along the
It has been demonstrated17 that the APSD reveals not axis direction of the cylinder liners is not uniform. In
only information about the significance of the roughness some places bore polish appears and honing marks
components and their frequency distributions, but are completely removed. In other places surface
also the directionality of the roughness components. topography is just as it appeared after the running-in
Therefore a parameter called ‘texture direction’, Std, stage. Thus for a successful characterization of the
is defined17J’, which represents the most significant cylinder liners, the characterization techniques and
texture direction with respect to the surface measure- parameters must reveal the differences of the topo-
ment coordinate, y, i.e.: graphic features at different places.
458 Tribology International Volume 28 Number 7 November 1995
 Topographic features of cylinder liners: W. P. Dong et a/.

(a> Isometric plot

0 30 60 90 120 150 180

Angular spectrum (degree)

(c) APSD (d) Angular spectrum

Fig 9 S<nrface and its mathematical processing images at position E

In order to characterize cylinder liners comprehen-
sively, rhe cylinder liner shown in Fig 3 is measured
at 13 different positions with 128 x 128 data points
and the sampling interval Ax = Ay = 10 km. Position
A is located at the bottom of the cylinder liner, while
position M is located at the top of the cylinder liner.
The RMS deviations and functional indices of mapped
surfaces alt the position A to M are given in Fig 6. By
comparing Fig 3 and Fig 6 we are able to make
following observations.
(1) The IRMS deviation changes at different positions,
but the trend of the change is insignificant.
Moreover it is difficult to connect this change
wi.:h any functional meaning.
(2) Ccnsistent changes of some functional indices,
e.&. S,i and Sci, along the cylinder length are
observable. They do indicate changes of topo-
graphic features and hence the functional proper-
ties. Figures 7-12 show the originally mapped
surfaces of the cylinder liner at positions A, C,
E, G., I and L and their AACF and APSD. It
is clear that at different positions the topographic
fea tures are different. The corresponding differ-
ences are reflected by the surface bearing index
Sbi; core fluid retention index S,i and texture
aspect ratio S,,. The characteristics of the surface
topography of the cylinder liner at the six
representative position are addressed as follows.
Tribology international
Position A (Figure 7). Since position A is not
contacted by the piston, the surface topography
at this position keeps its original character. The
parameters retain and represent the character-
istics of the newly manufactured cylinder liner.
Significant honing marks are visible and are
clearly reflected by the AACF and APSD. The
most significant texture direction S,, is 22” and
the angle between the honing marks is 4.5”.
Position C (Figure 8). This position corresponds
to the piston ring position at bottom dead centre
(BDC). Therefore the surface at this position
experienced more wear than its neighbouring
areas, e.g. position E. The surface bearing index
Sbi increased and the core fluid retention index
Sci decreased significantly as compared with those
of its neighbouring areas. Moreover surface
texture is still seen clearly at this position. The
texture aspect ratio St, indicates that the texture
is still significant.
Position E (Figure 9). Surface topography in this
position experienced a little wear, apparently just
after running-in. Therefore the values of the
parameters (Sbi = 1, S,i = 0.7 and S,, < 0.5) in
this stage indicate good functional properties of
the surface.
Position G (Figure 10). As is seen in Fig 10, the
Volume 28 Number 7 November 1995 459
Topographic features of cylinder liners: W. P. Dong
(a) Isomctr.ic plot
(c) APSD
Fig 10 Surface and its mathematical processing images at position
surface topography in this position has worn
significantly. The surface bearing index Sbi and
fluid retention index Sci also show significant
change. However the small value of the texture
aspect ratio S,, implies that the texture still exists.
No significant changes of the AACF and the
APSD are observed at this position. Thus the
values of the parameters in this stage can reveal
the transition from normal wear to bore polish.
Position I (Figure 11). The dramatic increase of
the texture aspect ratio S,, (from smaller than
0.3 to larger than 0.5) indicates that the texturing
property changes significantly. It illustrates a
surface topography change from texturing to
isotropy. In fact, the honing marks have been
completely removed, which indicates that bore
polish occurs. The AACF and APSD of the
surface also exhibit the properties of an isotropic
surface. In addition the surface bearing area ratio
is increased significantly (Sbi = 2), while the core
fluid retention index is reduced (Sci = 0.25).
Functionally the values of the parameters in this
stage indicate the appearance of bore polish and
an unsatisfactory tribological situation because
of the change of texture character. In view of
Figs 3 and 6(b) bore polish occurs at the positions
II-K and M.
Position L (Figure 12). In a small range of the
460 Tribology International Volume 28 Number 7 November
et al.
(b) AACF
10000 (
I
(d) Angular spectrum
@
top of the cylinder liner, surface wear is reduced,
hence surface texture is retained. The diagrams
in Fig 12 shows a visible texture in one direction.
This may be due to the piston dynamics described
earlier or imperfection in the original honing
process. At this stage the parameters discussed
above fall within the range of unworn and/or
after running-in stage. At TDC of the cylinder
liner (position M), the increases of the surface
bearing index S,i and the texture aspect ratio S,,
and the decrease in core fluid retention index Sci
suggest severe surface wear close to TDC.
The fluid retention index Svi is qrite stable along
the cylinder length. The minor change of the
index at different positions may be accounted for
by inherent and statistical parameter variationZ3zZ
and different positions of the reference planes
for characterizing the mapped surfaces. This
means that no matter what the wear situation
(slightly worn or severely worn) of the surface,
the valley part of the topography is less affected
by cylinder wear. This phenomenon can also be
observed from Figs 7(a)-12(a). It is clear that
although honing marks at position I (Fig 11(a))
are completely worn away, significant pockets
exist. Some may be originally machined into the
surface whilst others may be caused by graphite
flake delaminating from the surface as a result
of repeated stress reversals. These pockets still
1995
 Topographic features of cylinder liners: W. P. Dong et al.

(a).Isometric plot (b) AACF

1,
0 30 60 90 120 150 180
Angular spectrum (degree)

(c) APSD (d) Angular spectrum

Fig II Surface and its mathematical processing images at position I

n.aintain the fluid retention capability, but since
the striations of the honing marks are worn away,
the real lubrication capability is bound to be
reduced. Therefore in manufacturing process we
e:cpect the surface to have significant striation
features, hence good fluid retention capability
and a large fluid retention index in the valley
zone. But whenever the lubrication property is
discussed the fluid retention in the valley zone
hits to be considered in conjunction with other
factors, e.g. the fluid retention in the core zone
arid the texture aspect ratio of the surface.
H:awever this can only be implemented by 3-D
c&aracterization techniques rather than 2-D.
(4) It is important to note although the positions of
the reference planes will not be at the same
surface height for all the surfaces, this does
net have a significant influence on the correct
representation of surface features by the func-
tional indices. The functional indices are robust
for tribological applications.
All the changes in the parameters shown in Fig 6
are highly coincident with the changes in surface
topography of the cylinder liner shown in Fig 3. Since
the parameters have definite functional meanings and
their approximate distribution ranges for different
kinds cf surface topography are knownr7, it is of
Tribology International
benefit to use these parameters to predict the functional
status of surface topography and therefore to realize
functional control in the manufacturing process.
Conclusions
As discussed, the working mechanism of the engine
results in uneven wear of the cylinder liner along the
longitudinal axis. Therefore the characteristics of
surface topography at different positions are quite
different. In general, cylinder liner wear mainly
corresponds to the wear of surface topography in the
peak and core zones. The valley zone is less affected.
Bore polish appears at the upper middle part of the
cyllinder liner. The lubrication property in this position
deteriorates significantly because of the absence of
honing marks. At positions corresponding to TDC
and BDC, surface wear is more severe than at the
lower middle area. These different topographic statuses
can be successfully characterized by 3-D characteriz-
ation techniques. The AACF and APSD exhibit
changes of surface topography features. The para-
meters presented in the paper give a quantitative
representation of the changes. They present a compre-
hensive characterization of the cylinder Biner, which
cannot be shown by 2-D characterization techniques.
Volume 28 Number 7 November 1995 461
Topographic features of cylinder liners: W. P. Dong et al.

(a) Isometric plot

0 30 60 90 120 150 180

Angular spectrum (degree)

(c) APSD (d) Angular spectrum

Fig 12 Surface and its mathematical processing images at position L

The observations addressed above are not only appli- 3. Wilson J. and Callow J. Cylinder liner bore polishing in
automotive diesels - a progress report on a European study.
cable to the cylinder liner discussed in this paper, but SAE 1976, 760772
they are also applicable to all types of engine bores
4. San&hi M. and Vignale M. A study on the functional properties
which have the same working mechanism. Therefore of a honed surface. Ann. CIRP 1982, 31, 1, 431-434
the characterization techniques and the parameters
5. Willis E. Surface finish in relation to cylinder liners. Wear 1986,
discussed in this paper serve as a universal approach 109, 351-366
for the characterization of cylinder bores. Since indices 6. Eyre T. S., Dent N. and Dale P. Wear characteristics of piston
rather than absolute values (e.g. pm, ~m3/~m2) are rings and cylinder liners. ASLE 1983, 39, 216-221
used here, it would be appropriate to adopt these 7. Santochi M. and Tantussi G. Surface parametrical microgeometry
parameters to realize functional analysis and functional and functional models: a new approach. Precis. Eng. 1984, 6,
control of surface topography during manufacturing 201-206
processes. 8. Stout K. J. and Davis E. J. Surface topography of cylinder
bores - The relationship between manufacture, characterisation
and function. Wear 1984, 95, 111-125
Acknowledgements 9. Ishizuki Y., Sato and F. and Takase K. Effect of cylinder liner
wear on oil consumption in heavy duty diesel engines. Proc.
The authors would like to give their thanks to Dr L. Sot. Automotive Eng. 1982, 90, 2794-2803
Blunt and Mr E. Mainsah for their constructive 10. Ai-Khalidi C. F. and Eyre T. S. Bore polishing - identification
discussions in preparing the paper. and simulation. Tribal. Intern. 1987, 20, 18-24
11. Schneider U., Steckroth A., Rau N. and Hubner G. An approach
to the evaluation of surface profiles by separating them into
functionally different parts. Surf. Topogr. 1988, 1, 71-83
References
12. Davis E. J., Sullivan P. J. and Stout K. J. The application of
1. Willn J. E. Characterisation of cylinder bore surface finish - 3-D topography to engine bore surfaces. Surf. Topogr. 1988,
A review of profile analysis. Wear 1972, 19, 143-162 1, 229-251
2. Campbell J. C. Cylinder bore surface roughness in internal 13. Measurement of Surface Roughness; Parameters R,, R,,, R,,,
combustion engines: its appreciation and control. Wear 1972, M,,, M,, for the Description of the Material Portion in the
19, 163-168 Roughness, German Standard DIN 4776, 1990

462 Tribology international Volume 28 Number 7 November 1995

 Topographic features of cylinder liners: W. P. Dong et al.

14. Davis E. J. Three dimensional topography, statistical assessment topography - III: Parameters for characterizing amplitude and
and instrument fidelity. PhD thesis, Coventry University, 1990 some functional properties. Wear 1994. 178, 29-43
20. Dong W. P., Sullivan P. J. and Stout K. J. Comprehensive
15. Clark J. R. and Grant M. B. The effect of surface finish on
study of parameters for characterizing three-dimensional surface
component performance. Int. J. Mach. Tools Manufact. 1992,
topography - IV: Parameters for characterizing spatial and
32, 57-66
hybrid properties. Wear I994, 178, 45-60
16. Panius P. Effects of honed cy!inder surface topography on the 21. Lindfield G. R. and Penny J. E. Microcomputers in Numerical
wea- of piston-piston ring-cylinder assemblies under artificially Analysis, Ellis Horwood, 1989
incnased dustiness conditions. Tribal. Intern. 1993, 26, 49-55 22. Brigham E. 0. The Fast Fourier Transform and its Applications,
17. Stou:,i K. J., Sullivan P. J., Dong W. P., Mainsah E., Luo N., Prentice-Hall, 1988
Matinia T. and Zahouani H. The development of methods for 23. Dong W. P., Sullivan P. J. and Stout K. 9. Comprehensive
the :haracterisation of roughness in 3 dimensions, Commission study of parameters fop characterising 3-D surface topography
of Il-e European Communities, 1993 - I: Some inherent properties of parameter variation. Wear
1992, 159, 161-171
18. Abbott E. J’. and Firestone F. A. Specifying surface quality,
24. Dong W. P., Sullivan P. J. and Stout K. J. Comprehensive
Mec.iz. Eng. 1933, 95, 569-572
study of parameters for characterising 3-D surface topography
19. Don; W. P., Sullivan P. J. and Stout K. J. Comprehensive - II: Statistical properties of parameter variation. Wear 1993,
stud/ of parameters for characterizing three-dimensional surface 167, 9-21

Tribology International Volume 28 Number 7 November 1995 463