Effective methods to reduce wear of piston rings

In recent years, due to the development of engines towards high speed and strengthening, the working conditions of piston rings have become more and more stringent, and higher requirements have been put forward for their wear resistance. Piston ring is one of the key parts of the engine. Its operation directly affects the performance of the engine. At the same time, the piston ring is also a wearing part. When overhauling the piston ring, the piston is usually hung out. Therefore, the time for overhauling or replacing the piston ring is often taken as the first overhaul period of the engine. The piston ring reciprocates between the upper and lower dead ends, and the speed changes from the static state to a maximum of about 30 m/s, which changes greatly over and over again. The maximum wear of the sliding surface of the piston ring often occurs at the dead center of the cylinder, because it is affected by high-temperature gas, which damages the oil film and causes conditions that are easy to melt, thus accelerating the wear of the piston ring. The so-called normal wear actually includes slight melt wear and abrasive wear. The wear on the sliding surface of each ring is different. The wear on the first ring is the largest, the second ring is about half of the first ring, and the wear on the oil ring is the smallest. For example, after a 500h reliability test of a piston ring mounted on a Steyr WD615 engine, the clearance wear of the first air ring opening is 0. 4 ~ 0. 6mm, the second opening clearance wear is 0. 25 ~ 0. 4mm, oil ring opening clearance wear is 0. 3 ~ 0. 55mm. However, sometimes the wear of the oil ring is larger than that of the middle rings, which is due to the influence of the distribution of lubricating oil on the cylinder surface and the adsorption of impurities. According to the wear mechanism, piston ring wear can be divided into normal wear, melting wear, abrasive wear and corrosion wear. However, these wear phenomena will not occur alone, but exist at the same time and affect each other. According to the wear position, piston ring wear can be divided into sliding surface wear and upper and lower end face wear. Generally speaking, the wear of sliding surface is larger than that of upper and lower end faces, and the sliding surface is mainly fused wear and abrasive wear; The upper and lower end faces are mainly impact wear caused by reciprocating motion of the piston. The wear of the upper and lower end faces of the piston ring is mainly due to the mechanical grinding formed by the hard residue in the engine oil and the dust particles mixed in from the atmosphere on the upper and lower end faces, which is essentially abrasive wear. However, when the abnormal thermal deformation of the piston and the side gap of the ring groove change, melting wear may also occur. There are many factors that affect the wear of piston rings, among them, the material and shape of piston ring, the material and structure of cylinder liner piston, lubrication state, structural form of engine, operation conditions, quality of fuel oil and lubricating oil are the main factors. Of course, in the same cylinder, the lubrication state has the greatest influence on the wear of piston rings. The ideal lubrication between the torus is a uniform oil film between the two sliding surfaces. However, this situation does not exist in fact, especially the first gas ring. Due to the influence of high temperature, it is difficult to establish an ideal lubrication state.

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