Method for reducing wear of piston ring

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. 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. When doing reciprocating motion, the cylinder pressure changes greatly in the intake, compression, work and exhaust stroke of the working cycle. Because of the influence of the combustion stroke, the movement of the piston ring is often carried out at high temperature, especially the first gas ring, under the chemical action of high temperature and high pressure and combustion products, it is difficult to establish the oil film, which makes it difficult to realize complete lubrication and is often in a critical lubrication state. 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 kind of situation does not exist in fact, especially the first gas ring. Due to the influence of high temperature, it is difficult to establish a more ideal lubrication state. 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 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. 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. Because there are many factors that affect the wear of piston rings, and these factors are often intertwined. In addition, the type of engine and the use conditions are different, and the wear of the piston ring is also very different, so the problem cannot be solved by improving the structure and material of the piston ring itself, we can mainly start from the following aspects: the materials and good matching of piston ring and cylinder liner; Surface treatment; Structural State; Selection of lubricating oil and additives; Deformation of cylinder liner and piston caused by heat during assembly and operation, etc.

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