What are the Wear reduction methods for piston rings?

The method that can obviously reduce the wear of piston rings is surface treatment. At present, there are many surface treatment methods, which can be summarized into the following three categories in terms of their functions: improving surface hardness to reduce abrasive wear. That is, a very hard metal layer is formed on the working surface of the ring, so that the soft cast iron abrasive is not easy to embed on its surface and the wear resistance of the ring is improved. The most widely used is loose hole chrome plating, not only the hardness of the chrome layer is very high (HV800 ~ 1000) The friction coefficient is very small, and the loose hole chromium plating layer has a good oil storage structure, so it can significantly improve the wear resistance of the piston ring. In addition, chrome plating has low cost, good stability and good service performance in most cases. Therefore, chrome-plated rings are used in the first ring of modern automobile engines, and almost 100% of oil rings use chrome-plated rings. Practice has proved that after the piston ring is chrome plated, not only its own wear is small, but also the wear of other piston rings and cylinder liners without chrome plating is small. For high-speed or enhanced engines, the piston ring should not only be chrome-plated on the outer surface, but also on the upper and lower end faces to reduce end face wear. It is better to chrome-plated all the outer surfaces of all ring groups, in order to reduce the wear of the entire piston ring set. * Improve the oil storage capacity and anti-melting ability of the piston ring working surface to prevent melting wear. The lubricating oil film on the working surface of the piston ring is damaged at high temperature, sometimes dry friction will be formed. If a layer of surface coating with storage engine oil and anti-melting is applied to the surface of the piston ring, it can reduce melt wear and improve the ability of the ring to pull the cylinder. The piston ring is sprayed with molybdenum and has extremely high resistance to melt wear. On the one hand, the molybdenum spray layer is a coating of oil storage structure with porous structure; On the other hand, the melting point of molybdenum is relatively high (2630 ° C), Dry friction can still work effectively. In this case, the molybdenum spray ring has higher anti-melting ability than the chrome plating ring. For example, R4100 diesel engine uses chrome-plated ring at the beginning, and it is found that the piston ring is pulled into the cylinder, and the problem is basically solved after using molybdenum injection ring. However, the wear resistance of the molybdenum spraying ring is worse than that of the chrome plating ring. In addition, the molybdenum spraying ring has higher cost and its structural strength is difficult to stabilize. Therefore, chrome plating is best used unless molybdenum spraying is very necessary. * Improve initial running-in surface treatment. This kind of surface treatment is to cover the surface of the piston ring with a layer of vulnerable substance with appropriate softness and elasticity, so that the ring contacts the protruding part of the cylinder liner and accelerates wear, thus shortening the running-in period, the ring enters a stable working state well. At present, phosphating treatment is more commonly used. A phosphating film with soft texture and easy wear is formed on the surface of the piston ring. Due to the simple equipment, convenient operation, low cost and high efficiency required for phosphating treatment, therefore, it is widely used in piston ring technology of small engines. In addition, tin plating and oxidation treatment can also improve the initial running-in. Chrome plating and molybdenum spraying are the most common methods in the surface treatment of piston rings. In addition, according to the type, structure, purpose and working condition of the engine, other surface treatment methods are also adopted, such as soft nitriding treatment, vulcanization treatment, filling ferroferric oxide, etc. The wear of piston rings is a relatively complicated phenomenon. There are many forming factors and they are often complicated and intertwined. Therefore, when solving the wear problem of piston rings, various factors must be comprehensively analyzed, in order to make reasonable arrangements in design, materials, manufacturing process, surface treatment and lubricants, and finally achieve satisfactory results.

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