Engine friction and lubrication Dr. Primal Fernando primal@eng.fsu.edu Ph: (081) 2393608

Background Friction work is varies 10% at full load to 100% at idle (no load) Good engine design has lower frictional loss Large part of frictional losses appear as heat and removed in the oil cooler and radiator systems, thus influence the size of the cooling system. Friction work = Work delivered to the piston while the working fluid is contained within (compression and expansion stroke) - usable work delivered to the drive shaft

Work dissipated as heat Pumping work (Wp): to draw the fresh mixture to the cylinder and to expel the burn gas from the cylinder To overcome the resistance to relative motion (rubbing friction work- Wrf): friction between piston rings, piston skirt, and cylinder wall; friction in the wrist pin, big end, crankshaft and camshaft bearings; friction in the valve mechanism; friction in the gears, or pulleys and belts To drive the engine accessories (accessory work-Wa): fan, water pump, oil pump, fuel pump, the generator, secondary air pump for emission control, power-steering pump, and air-conditioner Note: the absolute value of friction work varies with load, and increases as speed increases Wtf= Wp+ Wrf+ Wa

Mean Effective Pressure, MEP Concept Wnet vmin vmax Actual Processes v P Equivalent by MEP Equivalent MEP Wwork per cycle vmin vmax TDC BDC Wwork per cycle = (MEP) x (Displacement Volume) = (MEP) x (Vmax-Vmin) = (MEP) x Vd

Power and Mean Effective Pressure Wwork per cycle = (mep) x (Displacement Volume) = (mep) x (Vmax-Vmin) = (mep) x Vd Therefore, Wtf , Wp, Wrf, Wa can be define as, tfmep & Ptf, pmep & Pp, rfmep & Prf, amep & Pa

Frictional losses can be classified in to two groups depending on dissipation Friction between two metals in relative motion, with a lubricant in between Turbulent dissipation-part of the total friction work is spent in pumping fluids through flow restrictions P  v2.

Operation conditions of two common geometries for lubricated parts Lubricated slider bearing Note: A primary problem in understanding friction between lubricated surfaces in engines is the wide variation in the magnitude of the forces involved. Lubricated journal bearing

Coefficient of friction f (Tangential force/ Normal force) The coefficient of friction can be expressed as fs is metal-to-metal coefficient of dry friction, friction is called boundary, i.e., close to solid friction. Lubricating film is reduced to one or a few molecular layers and can not prevent metal-to-metal contact between surface asperities fL is hydrodynamic coefficient of friction or viscous or thick film friction. Lubrication film completely separates the surfaces of relative motion. Between fs and fL is mixed or partial lubrication regime  is metal-to-metal contact constant, varies between 0 and 1

Coefficient of friction f (Tangential force/ Normal force) for a journal bearing is plotted against dimensionless duty parameter

Coefficient of friction f (Tangential force/ Normal force) for a sliding surface is plotted against dimensionless duty parameter

Boundary lubrication (during start and stopping process, between slow moving parts - valve stem-rocker arms, heavily loaded parts, crank shaft, timing gears, chains) Surface properties in relative motion Roughness, hardness, elasticity, plasticity, shearing strength, thermal conductivity and wetability with respect to the lubricant Lubricant properties Surface properties or chemical properties, which governs the lubricants to attach themselves to the to the solid surfaces

Real contact area Note: for dissimilar materials, the properties of weaker materials dominates the friction behavior

Hydrodynamic lubrication (bearings, piston skirt and cylinder liner , at high speed, piston rings and liners at high speeds) Hydrodynamic lubrication conditions occur when the shape and relative motion of the sliding surfaces form a liquid film in which there is a sufficient pressure to keep the surfaces separated. Resistance to motion results from the shear forces within the liquid film

Lubrication system The lubrication system provides oil to appropriate areas of the engine to maintain a film of oil to separate bearing surfaces. Oil also transfers combustion heat to the crankcase. An important characteristic of oil is the viscosity. Viscosity is the internal resistance to flow of a fluid. The SAE rates the viscosity of oils. Low viscosity means a high volume of oil flows through a specific orifice at a specified temperature, atmospheric pressure, and time period. Multi-viscosity oils are popular because they offer low viscosity characteristics in low temperatures and high viscosity characteristics with higher temperatures.

Oil Standards Service Categories--Gasoline Engines SA, SB, SC, SD, SE, SF, SG, SH are obsolete. SJ: 2001 and older automotive engines. SL: All automotive engines manufactured after July 2001. Service Categories--Diesel Engines CA, CB, CD, CE are obsolete. CF: Off road, indirect-injected manufactured after 1994 and with fuels over 0.5% sulfur. CF-2: Severe duty, two cycle engines. CF-4: High speed, four cycle engines. CG-4: Severe duty, high speed, four stroke, with fuels less than 0.5% sulfur. CH-4: High speed, four stroke engines designed to meet 1998 exhaust standards. CI-4: High speed, four stroke engines designed to meet 2002 exhaust standards.