ASTM G181-2004(2009) Standard Practice for Conducting Friction Tests of Piston Ring and Cylinder Liner Materials Under Lubricated Conditions《在润滑条件下进行活塞环和缸衬材料摩擦试验的标准实施规程》.pdf

《ASTM G181-2004(2009) Standard Practice for Conducting Friction Tests of Piston Ring and Cylinder Liner Materials Under Lubricated Conditions《在润滑条件下进行活塞环和缸衬材料摩擦试验的标准实施规程》.pdf》由会员分享，可在线阅读，更多相关《ASTM G181-2004(2009) Standard Practice for Conducting Friction Tests of Piston Ring and Cylinder Liner Materials Under Lubricated Conditions《在润滑条件下进行活塞环和缸衬材料摩擦试验的标准实施规程》.pdf（9页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: G181 04 (Reapproved 2009)Standard Practice forConducting Friction Tests of Piston Ring and Cylinder LinerMaterials Under Lubricated Conditions1This standard is issued under the fixed designation G181; the number immediately following the designation indicates the year oforiginal adoptio

2、n or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This practice covers procedures for conducting labora-tory bench-scale fric

3、tion tests of materials, coatings, andsurface treatments intended for use in piston rings and cylinderliners in diesel or spark-ignition engines. The goal of thisprocedure is to provide a means for preliminary, cost-effectivescreening or evaluation of candidate ring and liner materials. Areciprocati

4、ng sliding arrangement is used to simulate thecontact that occurs between a piston ring and its mating linernear the top-dead-center position in the cylinder where liquidlubrication is least effective, and most wear is known to occur.Special attention is paid to specimen alignment, running-in,and lu

5、bricant condition.1.2 This practice does not purport to simulate all aspects ofa fired engines operating environment, but is intended to serveas a means for preliminary screening for assessing the fric-tional characteristics of candidate piston ring and liner materialcombinations in the presence of

6、fluids that behave as use-conditioned engine oils. Therefore, it is beyond the scope ofthis practice to describe how one might establish correlationsbetween the described test results and the frictional character-istics of rings and cylinder bore materials for specific enginedesigns or operating con

7、ditions.1.3 The values stated in SI units are to be regarded asstandard. No other units of measurement are included in thisstandard.1.4 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establ

8、ish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2D6838 Test Method for Cummins M11 High Soot TestG40 Terminology Relating to Wear and Erosion3. Terminology3.1 For definitions, see Terminolo

9、gy G40.3.2 Definitions of Terms Specific to This Standard:3.2.1 conditioned oila lubricating oil whose viscosity,composition, and other function-related characteristics havebeen altered by use in an operating engine, such that the oilseffects on friction and wear reflect those characteristic of thel

10、ong-term, steady-state engine operation.3.2.2 conformal contactin friction and wear testing, anymacro-geometric specimen configuration in which the curva-ture of one contact surface matches that of the countersurface.3.2.2.1 DiscussionExamples of conformal contact includea flat surface sliding on a

11、flat surface and a ball rotating in asocket that conforms to the shape of the ball. A pair of surfacesmay begin a wear or friction test in a non-conforming contactconfiguration, but develop a conformal contact as a result ofwear.3.2.3 lubrication regimein liquid-lubricated sliding con-tact, a certai

12、n range of friction coefficients that results from acombination of contact geometry, lubricant viscosity charac-teristics, surface roughness, normal pressure, and the relativespeed of the bearing surfaces.3.2.3.1 DiscussionCommon designations for lubricationregimes are boundary lubrication, mixed fi

13、lm lubrication,elasto-hydrodynamic lubrication and hydrodynamic lubrica-tion.1This practice is under the jurisdiction of ASTM Committee G02 on Wear andErosion and is the direct responsibility of Subcommittee G02.50 on Friction.Current edition approved Oct. 1, 2009. Published February 2010. Originall

14、yapproved in 2004. Last previous edition approved in 2004 as G18104. DOI:10.1520/G0181-04R09.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document

15、Summary page onthe ASTM website.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.4. Summary of Practice4.1 A reciprocating friction test apparatus is used to simu-late the back-and-forth motion of a piston ring within acylinder bore i

16、n the presence of a heated lubricant. Other typesof motions, like ring rotation, ring-groove fretting motion, andring rocking, are not simulated with this procedure. The contactgeometry, selection of testing parameters, and the methods ofspecimen surface finishing and characterization are described.

17、The lubricating fluid is selected to simulate the effects of usedoil. A running-in procedure is used to increase the repeatabilityof results.5. Significance and Use5.1 The efficiency and fuel economy of spark ignition anddiesel engines is affected in part to the friction between movingparts. Althoug

18、h no reliable, in situ friction measurements existfor fired internal combustion engines, it has been estimated thatat least half of the friction losses in such engines are due tothose at the ring and liner interface. This practice involves theuse of a reciprocating sliding arrangement to simulate th

19、e typeof oscillating contact that occurs between a piston ring and itsmating cylinder bore surface near the top-dead-center positionin the cylinder where most severe surface contact conditionsoccur. There are many types of engines and engine operatingenvironments; therefore, to allow the user the fl

20、exibility totailor this test to conditions representative of various engines,a practice is considered more appropriate than a standard testmethod in which specific test parameters are prescribed.Variables that can be adjusted in this procedure include: normalforce, speed of oscillation, stroke lengt

21、h, duration of testing,temperature of testing, method of specimen surface prepara-tion, and the materials and lubricants to be evaluated. Guidanceis provided here on the set-up of the test, the manner ofspecimen fixturing and alignment, the selection of a lubricantto simulate conditioned oil charact

22、eristics (for a diesel engine),and the means to run-in the ring specimens to minimizevariability in test results.5.2 Engine oil spends the majority of its operating lifetimein a state that is representative of use-conditioned oil. That is,fresh oil is changed by exposure to the heat, chemical envi-r

23、onment, and confinement in lubricated contact. It ages, chang-ing viscosity, atomic weight, solids content, acidity, andchemistry. Conducting piston ring and cylinder liner materialevaluations in fresh, non-conditioned oil is therefore unrealisticfor material screening. But additive-depleted, used o

24、il canresult in high wear and corrosive attack of engine parts. Thecurrent test is intended for use with lubricants that simulatetribological behavior after in-service oil conditioning, butpreceding the point of severe engine damage.6. Reagents6.1 Cleaning SolventsSuitable solvents may be used todeg

25、rease and clean specimens prior to conducting the describedprocedure. No specific solvents are recommended here, exceptthat they should not chemically attack the test surfaces, norleave a residual film or stain after cleaning.6.2 LubricantsLubricants shall be handled appropriatelywith awareness of,

26、and precautions taken against, any hazardsindicated in the Material Safety Data Sheets for those lubri-cants. A further description of simulated used engine oil isfurther described in an appendix to this standard.7. Apparatus and Specimen Preparation7.1 Description of the Test ApparatusA schematic r

27、epre-sentation of the reciprocating contact geometry is shown inFig. 1. Two versions of this test are shown. In the first case(Fig. 1, bottom left), the lower specimen conforms to the shapeof the ring segment. In the second case (Fig. 1, bottom right),the ring segment slides on a flat lower specimen

28、. Specimensare placed in a heated, temperature-controlled bath of lubricant.Alternate means of supplying the lubricant, such as drip feed,may be used.7.1.1 MotionThe test apparatus shall be capable of im-parting a back-and-forth (herein called reciprocating) motionFIG. 1 Schematic Drawing of the Tes

29、t Configuration Showing Conformal and Non-conformal ContactG181 04 (2009)2of constant stroke length and repeatable velocity profile to thesimulated piston ring specimen which slides against the simu-lated cylinder bore under a controlled normal force. The motorshall be sufficiently powered so that t

30、he velocity profile andconstancy of operation shall be unaffected by the friction forcedeveloped between the test specimens. The velocity versustime response of crank-driven devices tends to be approxi-mately sinusoidal, and this type of motion is appropriate tosimulate a piston driven by a cranksha

31、ft. The frequency ofreciprocation, given in cycles per second, shall be selected toinduce the appropriate lubrication regime experienced by thepiston ring during its slow down and reversal of direction in theengine of interest. Typical frequencies for slider-crank testingequipment of this type range

32、 between 5 and 40 cycles persecond. The average sliding speed for each stroke, s, in metresper second, is calculated as follows:s 5 2 fL (1)where:f = frequency of reciprocation in cycles per second, andL = stroke length in meters.7.1.2 Stroke Length SelectionIt is unnecessary to set thestroke length

33、 equal to the full stroke of the piston in the enginebecause the greatest frictional influence of the materials isexperienced at the ends of the ring travel where operation in theboundary lubrication regime increases the likelihood thatcontact will occur between the surfaces of the ring and cylinder

34、materials. The stroke length should typically range between 5and 10 times the width of the worn-in contact face of the pistonring specimen.NOTE 1The design of certain testing machines and motor drivesystems limits the maximum frequency achievable for a given strokelength. Therefore, a compromise may

35、 be necessary between the highestdesired stroke length and the desired reciprocating frequency.7.1.3 Specimen FixturingA means shall be provided toclamp the ring specimen to the reciprocating portion of themachine in such a way as to ensure correct alignment duringsliding. Likewise, the cylinder bor

36、e specimen shall be mountedin a suitable, heated lubricant container such that no looseningor other misalignment occurs during the test. For ring segmentswith a rectangular cross-section, a suitable flat-faced ring-segment grip may be used. For non parallel-sided piston rings(for example, those with

37、 keystone-like cross-sections), it maybe necessary to prepare a holder from an actual piston or designa holder that clamps the inclined sides of the ring firmly.7.1.4 Specimen AlignmentProper alignment and centeringbetween sliding surfaces is a critical factor for ensuringrepeatable friction test re

38、sults. Alignment affects the distribu-tion of normal forces on the contact surface as well as thelubrication regimes that change as the ring specimen movesback and forth. Two approaches are used together to ensureproper alignment: (1) mechanical alignment of the test fixturesduring the initial test

39、set-up, and (2) running-in of the ringspecimen against the counterface surface. The former approachaddresses macro-contact aspects of alignment and the lattermicro-scale aspects of alignment. A method for running inspecimens is given in Appendix X1.NOTE 2Mechanical specimen alignment tends to be dif

40、ficult toachieve with conformal starting geometry. When testing ring and cylindermaterials from the same type of engine, the ring curvature in the actualengine is produced by elastically confining the ring in its groove. Thesame ring, out of the engine, will tend to have a larger curvature, andhence

41、 rest on the edges of the corresponding cylinder bore specimenunless the ring can be pre-stressed or in some other way forced into aradius of curvature that precisely matches that of the opposing specimencut from the cylinder. A non-conformal, ring-on-flat geometry with asuitable running-in procedur

42、e, has been shown to produce a morerepeatable worn-in condition for friction testing.7.1.5 Normal Force ApplicationThe apparatus shall havethe ability to apply a controlled normal force to the ring andcylinder specimens. The loading mechanism can be a dead-weight system, a levered type of device, or

43、 a hydraulic orelectromagnetic actuator. The loading system shall have suffi-cient rigidity and damping capacity to avoid excessive deflec-tions or vibrations during testing, and to maintain the desirednormal force within 2 % of the intended value.7.2 Specimen PreparationTest specimens are herein re

44、-ferred to as the ring specimen and the cylinder bore specimen.The precise manner of preparing test specimens depends in parton the kinds of materials, coatings, or surface treatments to beevaluated.7.2.1 Ring SpecimenThe ring specimen shall be preparedby cutting a segment from a production piston r

45、ing, ormachining a test piece of equal dimensions and finish to aproduction piston ring. The ring specimen may be used in itsoriginal, factory-finished condition or it may be altered byapplying a coating or surface treatment. The surface shall beprepared to simulate that for a particular engine or c

46、lass ofengines. The surface roughness of the ring specimen, in thearea of the contact, shall be measured by a suitable method andincluded in the test record. All pertinent descriptors (type ofprofiling method, surface finish parameters, and measuringconditions) shall be reported.7.2.2 Cylinder Bore

47、SpecimenThe specimen intended tosimulate the cylinder bore surface shall constitute either a cutsection of a production-finished cylinder or a flat specimenwhose form and finish is similar to that of the cylinders used inthe engine of interest. Methods have been developed tosimulate the roughness an

48、d lay of production cylinder liners onflat cast iron test coupons.3Alternatively, a polished surfacemay be used to simulate the worn condition of a cylinder borenear at the top-dead-center position. In certain cases, thecylinder bore specimen may be fabricated from experimentalmaterials, coated, or

49、surface-treated. The surface roughness ofthe cylinder bore specimen shall be measured by a suitablemethod and included in the test record. With stylus-typeinstruments, it is traditional to measure and report the surfaceroughness profile parallel to the direction of motion of the ring,that is, parallel to the cylinder axis. All pertinent descriptors(type of profiling method, surface finish parameters, andmeasuring conditions) shall be reported.7.3 Lubricant SelectionThe lubricant should be in acondition that is representative of that found in the engine of3Blau, P