Beruflich Dokumente
Kultur Dokumente
August 2001
Abstract A bench rig was built and used to study the scuffing mechanisms and the effects of surface roughness, clearance, and groove on scuffing in piston-pin/bore contacts for dynamic loads
and an oscillatory rotation. The experimental results show that the deterioration of the surface
shear strength by fatigue cracks appears to contribute to the final scuffing, and the effects of the
bore surface roughness and groove on the scuffing behavior are more significant than the clearance. A macro-micro approached scuffing model and a criterion for scuffing failure were developed,
appearing to be justifiable for the practical design and analysis of piston pin/bore bearings.
Keywords: scuffing bearing, piston, piston pin, mixed lubrication, scuffing failure.
Introduction
Piston pin/bore bearings in engines are subjected to severe thermal and mechanical loading
and the pin oscillates with low speed and within small angles, resulting scuffing to occur more
readily.
Scuffing is a complex phenomenon, involving mechanical, thermal and chemical interactions
between the contacting bodies, the environment, the lubricant, and other species found at the sliding interface, and has various manifestations. The lubrication breakdown due to loss of the successive protective films at the sliding asperity contacts is generally recognized the principal cause
of scuffing and subsurface failure is another cause[14]. So far the scuffing mechanisms are still
not completed understood. Therefore, it is necessary to study scuffing behavior in piston-pin/bore
contacts experimentally and theoretically.
Performing tribological tests for scuffing behavior of piston pin/bore contacts using actual
engines is neither economical nor efficient. Bench rig simulation can achieve the goals with less
cost when the kinematics, load and contact conditions, material properties, and operating conditions are as close as possible to those in real automotive engines. In the present work, a bench rig
is built based on these principles and used to investigate the effects of roughness, clearance, and
circumferential groove on scuffing failure, and to determine the scuffing mechanisms and threshold conditions. A new macro-micro approached scuffing model and the corresponding failure criterion are developed for the practical design and analysis of piston pin/bore bearings.
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Vol. 44
bulk shear strength there, fatigue will strongly weak the scuffing resistance. In other words, the
deterioration of the shear strength in the substrate layer by fatigue cracks appears to contribute to
the final scuffing of the pin-piston contact.
Fig. 7 shows that both the cycle average and maximum scuffing loads decrease significantly
with roughness and vary slightly with clearance, but increase significantly using a circumferencial
360 groove due to its effects of decreasing the maximum film and contact pressures and improving lubrication and cooling.
32
60
20
50
28
16
12
30
20
10
8
4
0
0.00
0.50
1.00
1.50
2.00
2.50
RMS of Roughness, micron
3.00
8
10
12
14
Diameter Clearance, micron
16
18
22 mm
Bearing length
Typical asperity width
16.175 mm
0.18 m
206 GPa
0.292
71 GPa
0.333
110 C
Crankshaft speed
1500 RPM
10 m
23.94 mm/(mmC)
10.8 mm/(mmC)
3 Theoretical studies
The proposed criterion for scuffing based on the hypothesis states that scuffing occurs only
when the maximum surface tangential traction exceeds the modified flash temperature-dependent
shear strength of the piston bulk material:
Sm fsm,
(1)
where Sm is the maximum surface tangential traction and got by multiplying a frictional coefficient with the maximum asperity contact pressure corresponding to the minimum nominal film
Supp.
25
thickness, got by the mobility method[6], and the relationship between the average gap and the average realcontact pressure for a running in surface determined numerically in micro scale by
Polonsky-Keers contact model[7]. f, a modified factor, reflects the effects of fatigue cracks and the
error caused by using the values at the interface instead of those in the subsurface layer and involves material properties, bearing geometry, surface roughness, contact degree, and operating
conditions. Therefore, a set of the modified factors can be determined according to the calculated
values of Sm and sm corresponding to the initial scuffing for the different condition combinations.
sm is the maximum flash temperature-dependent bulk shear strength and determined experimentally. The flash temperature is composed of bulk temperature and asperity contact temperature rise
calculated by Kuhlmann-Wilsdorf's method[8]. The maximum oscillating speed and the average
value of the average real contact pressure in the whole contact area corresponding to the minimum
nominal film thickness are used to calculate the maximum heat source in ref [8]. Details of analysis are given in ref. [9].
The numerical analyses for the test cases, which use the operating conditions in the bench
tests, are for the piston-pin/bore bearing used in Ford 4.6L V8 2V 4-stroke engine. Table 1 lists
bearing and lubricant parameters, and operating conditions for this case. The running-in surface
profiles, as shown in fig. 3, the so-called scuffing bearing loads measured just prior to the occurrence of scuffing, as shown in fig. 8, and the oscillating surface linear velocity of the piston pin, as
shown in Fig. 9, are used. SAE-5W30 is used as lubricant.
Fig. 10 shows a typical evolution of the minimum film thickness versus the time. Figs. 11
and 12 show that the maximum tangential traction, the maximum flash temperature, and the modified factor given in eq. (1) are increased significantly with the increases in the roughness and frictional coefficients. The modified factor is less than 1 for the frictional coefficient value of 0.10,
and ranges from 0.5 to 3.5 for the frictional coefficient value of 0.15. It indicates that only comparison between the maximum surface tangential traction and flash temperature-dependent shear
strength is not enough to predict scuffing failure, and that the scuffing model and its failure criterion developed here are acceptable for the practical design and analysis of piston pin/bore bearings.
1.0
0.6
0.4
12.0
Piston Pin Speed, m/s
14.0
10.0
8.0
0.2
0.0
-0.2
-0.4
6.0
90
630
720
0.6
0.4
0.2
0.0
-0.6
0.8
90
630
720
90
Fig. 10.
630
720
26
Vol. 44
140
3.5
120
3.0
100
2.5
Scuffing Factor, f
80
60
2.0
1.5
40
1.0
20
0.5
0.0
50
160
200
240
280
320
Max. Flash Temperature, C
360
4 Conclusions
The bench rig can be used for reliable tests on scuffing behavior of piston pin/bore contacts.
Scuffing resistance is reduced significantly by an increase in piston bore roughness and slightly
with clearance, but improved markedly by adding the groove. The proposed hypothesis, the
macro-micro approached scuffing model and its failure criterion appear to be justifiable for the
practical design and analysis of piston pin/bore bearings.
Acknowledgements The authors are grateful for the financial support by Karl Schmidt/Zollner Pistons Company and
Ford Motor Company.
References
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2.
3.
4.
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6.
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