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(This article belongs to the Special Issue Modeling of Quality, Reliability, and Exploitation for Power Supply Systems, ICT Systems, and Transportation Systems)
A long-stroke, low-speed marine engine is used as the prime mover of a ship. During the operation of such engines, the excessive wear of the cylinder liners and piston rings frequently occurs. The breakdown of cylinder liners or piston rings is very dangerous for the safety of a vessel, the environment, and the people on board. The reliability of engine components is an extremely important topic, as it influences the efficient operation of the vessel. Therefore, to prevent such undesired events, it is essential that the condition of the cylinder liners and piston rings is frequently assessed. This paper presents research that finds prediction models for the rate of piston ring wear. The compiled prediction models are verified using verification tests. The models can be implemented to evaluate the tendency of piston rings to wear, and can be used to evaluate the quality of cylinder liner lubrication. Our findings will help to obtain the required optimal piston ring wear rates, maintain the good operational condition of the engine, reduce the costs of engine maintenance, and reduce the total consumption of lubricating oil and the emission of noxious substances into the atmosphere. All the mentioned benefits are related to a reduction in the ship’s operational costs and are directly related to energy efficiency.
A marine low-speed engine is used as a ship’s main propulsion, so keeping the engine in a good technical condition is a topic of high importance for owners and operators. During the operation of such engines, the excessive wear of cylinder liners (CLs) and piston rings (PRs), and problems associated with scuffing frequently occur. Statistically, such failures cause the highest proportion of all the recorded marine low-speed engine breakdowns. The failure and malfunction of cylinder liners or piston rings are very dangerous for the safety of vessels, the environment, and the people on board, and they deteriorates the overall performance of the engine [1]. The reliability of an engine’s components is an extremally important subject for ship operators, as it influences the efficient operation of the vessel. Trends in the reduction of cylinder oil feeding rates have been observed, but without a consideration of differences among various engine types and sizes, various types of engine operating conditions, and the service lives of cylinder liners and piston rings, etc. To avoid operational problems with cylinder liner or piston ring failures, it is necessary to frequently conduct assessments of the condition of the cylinder liners and piston rings. The tribology of cylinder liners and piston rings in combustion engines has been studied by researchers for many decades. Research has also been performed specifically on marine low-speed diesel engines. Several attempts to simulate the wear and scuffing behavior by rig testing have been previously presented [2]. A theoretical study of piston ring wear in large two-stroke engines was presented by Rodríguez and co-authors [3]. The modeling of piston rings wea was presented by Yuelan and co-authors; this study presented the results of a simulation of piston ring and cylinder liner motion, performed on an SRV 4 temperature-, friction- and wear-testing machine. They observed that the Cr-plated piston ring and cylinder liner wear process is mainly abrasive. When the load increases, serious abrasive wear and adhesive wear take place, due to the emission of heat in the friction phenomena. When relative motion happens between two materials, adhesive wear takes place by plastic deformation under contact stress at a high load; this transfers from one surface to another surface and forms a transfer film on the grinding surface after continuously reciprocating the friction, scuffing, adhesion and peeling [4]. Figure 1 presents the morphology of the wear scars of Chromium-plated piston rings obtained by Yuelan.
Neuer T Systems Chef Adel Al Saleh
Obviously, during engine operation, the piston ring surface is ideally maintained, as presented in images A and B on Figure 1. For a better understanding of the piston ring wear process, a one-dimensional analysis pf the lubrication between the piston ring and the cylinder wall was developed and presented by Yeau-Ren Jeng [5]. Jeng’s research data were presented for a typical automotive engine. The piston ring was treated as a dynamically loaded bearing with a combined sliding, reciprocating and squeezing motion. A system of two nonlinear differential equations was used to model the lubrication, including the Reynolds cavitation boundary condition. A numerical procedure was developed to calculate the cyclic variations in the film thickness, frictional force, power loss, and oil flow across the ring. The effects of the ring profile, ring tension and engine speed were examined. It was shown that this analysis can be used to study the influence of ring design parameters, in order to improve the design of the ring pack in reciprocating engines. Yeau-Ren Jeng stated that a higher engine speed tends to allow hydrodynamic lubrication, a greater lubrication film thickness and less boundary lubrication. He analyzed the influence of other engine factors, such as the engine’s load, the width of the piston rings, and the height of the piston crown for hydrodynamic lubrication. Golloch and others [6] developed and described two measuring systems for the direct measurement of the friction forces of the piston assembly group, and for the oil film thickness between the top piston ring and the cylinder liner. A better understanding of the tribological processes is necessary in order to reduce the fuel consumption, emissions and wear. The scuffing phenomenon has been a topic of research over the years., According to the ASTM Terminology standard G40, Scuffing is a form of wear occurring in inadequately lubricated tribosystems that is characterized by macroscopically observable changes in texture, with features related to the direction of motion. However, there is still no agreement on the mechanisms of the scuffing phenomenon [7]. The catastrophic nature of scuffing in engine cylinder liners and piston rings means the normal low wear rate increased to a very high rate. Scuffed cylinder liners or piston rings have to be renewed, which typically takes 18–24 h and can cost up to more than USD 100, 000. Unplanned stops and expenses are never desirable in the shipping industry, where costs are essential for the competitiveness of a company. When a ship is at sea, the engine power must be fail-safe; therefore, the prevention of scuffing has a safety aspect. In order to fulfill these requirements, marine low-speed engine piston ring wear rates need to be kept in an acceptable range, below 40 [µm/1000 WH] for PR No.1 and 20 [µm/1000 WH] for PR No. 2, 3 and 4. [8]. This paper presents the results of a performed series of research tests during the operation of a chosen marine low-speed engine, in order to find the relationship between the wear ratio of piston rings and depending on various operational factors. Research has been conducted in order to find the PR wear prediction model that can be applied during the operation of a marine, low-speed engines. Commercial pressure quite often does not allow the vessel to be stopped in order for maintenance or inspections to be performed on the main engines. In such cases, operators do not know what the actual condition of the piston rings is, unless it is worsening the engine’s performance. For this reason, prediction models of piston ring wear would be very useful [9, 10, 11]. The implementation of prediction models for marine engines in day-to-day operation could reduce the costs of engine maintenance, reduce the consumption of cylinder lubricating oil and reduce the emission of noxious substances into the environment. It increases the reliability of marine engines and overall improves the management of a ship’s engine department resources. All the mentioned benefits are related to a reduction in a ship’s operational costs and are directly are related to energy efficiency.
To identify the wear ratios of piston rings, a series of research tests were performed during the operation of
(This article belongs to the Special Issue Modeling of Quality, Reliability, and Exploitation for Power Supply Systems, ICT Systems, and Transportation Systems)
A long-stroke, low-speed marine engine is used as the prime mover of a ship. During the operation of such engines, the excessive wear of the cylinder liners and piston rings frequently occurs. The breakdown of cylinder liners or piston rings is very dangerous for the safety of a vessel, the environment, and the people on board. The reliability of engine components is an extremely important topic, as it influences the efficient operation of the vessel. Therefore, to prevent such undesired events, it is essential that the condition of the cylinder liners and piston rings is frequently assessed. This paper presents research that finds prediction models for the rate of piston ring wear. The compiled prediction models are verified using verification tests. The models can be implemented to evaluate the tendency of piston rings to wear, and can be used to evaluate the quality of cylinder liner lubrication. Our findings will help to obtain the required optimal piston ring wear rates, maintain the good operational condition of the engine, reduce the costs of engine maintenance, and reduce the total consumption of lubricating oil and the emission of noxious substances into the atmosphere. All the mentioned benefits are related to a reduction in the ship’s operational costs and are directly related to energy efficiency.
A marine low-speed engine is used as a ship’s main propulsion, so keeping the engine in a good technical condition is a topic of high importance for owners and operators. During the operation of such engines, the excessive wear of cylinder liners (CLs) and piston rings (PRs), and problems associated with scuffing frequently occur. Statistically, such failures cause the highest proportion of all the recorded marine low-speed engine breakdowns. The failure and malfunction of cylinder liners or piston rings are very dangerous for the safety of vessels, the environment, and the people on board, and they deteriorates the overall performance of the engine [1]. The reliability of an engine’s components is an extremally important subject for ship operators, as it influences the efficient operation of the vessel. Trends in the reduction of cylinder oil feeding rates have been observed, but without a consideration of differences among various engine types and sizes, various types of engine operating conditions, and the service lives of cylinder liners and piston rings, etc. To avoid operational problems with cylinder liner or piston ring failures, it is necessary to frequently conduct assessments of the condition of the cylinder liners and piston rings. The tribology of cylinder liners and piston rings in combustion engines has been studied by researchers for many decades. Research has also been performed specifically on marine low-speed diesel engines. Several attempts to simulate the wear and scuffing behavior by rig testing have been previously presented [2]. A theoretical study of piston ring wear in large two-stroke engines was presented by Rodríguez and co-authors [3]. The modeling of piston rings wea was presented by Yuelan and co-authors; this study presented the results of a simulation of piston ring and cylinder liner motion, performed on an SRV 4 temperature-, friction- and wear-testing machine. They observed that the Cr-plated piston ring and cylinder liner wear process is mainly abrasive. When the load increases, serious abrasive wear and adhesive wear take place, due to the emission of heat in the friction phenomena. When relative motion happens between two materials, adhesive wear takes place by plastic deformation under contact stress at a high load; this transfers from one surface to another surface and forms a transfer film on the grinding surface after continuously reciprocating the friction, scuffing, adhesion and peeling [4]. Figure 1 presents the morphology of the wear scars of Chromium-plated piston rings obtained by Yuelan.
Neuer T Systems Chef Adel Al Saleh
Obviously, during engine operation, the piston ring surface is ideally maintained, as presented in images A and B on Figure 1. For a better understanding of the piston ring wear process, a one-dimensional analysis pf the lubrication between the piston ring and the cylinder wall was developed and presented by Yeau-Ren Jeng [5]. Jeng’s research data were presented for a typical automotive engine. The piston ring was treated as a dynamically loaded bearing with a combined sliding, reciprocating and squeezing motion. A system of two nonlinear differential equations was used to model the lubrication, including the Reynolds cavitation boundary condition. A numerical procedure was developed to calculate the cyclic variations in the film thickness, frictional force, power loss, and oil flow across the ring. The effects of the ring profile, ring tension and engine speed were examined. It was shown that this analysis can be used to study the influence of ring design parameters, in order to improve the design of the ring pack in reciprocating engines. Yeau-Ren Jeng stated that a higher engine speed tends to allow hydrodynamic lubrication, a greater lubrication film thickness and less boundary lubrication. He analyzed the influence of other engine factors, such as the engine’s load, the width of the piston rings, and the height of the piston crown for hydrodynamic lubrication. Golloch and others [6] developed and described two measuring systems for the direct measurement of the friction forces of the piston assembly group, and for the oil film thickness between the top piston ring and the cylinder liner. A better understanding of the tribological processes is necessary in order to reduce the fuel consumption, emissions and wear. The scuffing phenomenon has been a topic of research over the years., According to the ASTM Terminology standard G40, Scuffing is a form of wear occurring in inadequately lubricated tribosystems that is characterized by macroscopically observable changes in texture, with features related to the direction of motion. However, there is still no agreement on the mechanisms of the scuffing phenomenon [7]. The catastrophic nature of scuffing in engine cylinder liners and piston rings means the normal low wear rate increased to a very high rate. Scuffed cylinder liners or piston rings have to be renewed, which typically takes 18–24 h and can cost up to more than USD 100, 000. Unplanned stops and expenses are never desirable in the shipping industry, where costs are essential for the competitiveness of a company. When a ship is at sea, the engine power must be fail-safe; therefore, the prevention of scuffing has a safety aspect. In order to fulfill these requirements, marine low-speed engine piston ring wear rates need to be kept in an acceptable range, below 40 [µm/1000 WH] for PR No.1 and 20 [µm/1000 WH] for PR No. 2, 3 and 4. [8]. This paper presents the results of a performed series of research tests during the operation of a chosen marine low-speed engine, in order to find the relationship between the wear ratio of piston rings and depending on various operational factors. Research has been conducted in order to find the PR wear prediction model that can be applied during the operation of a marine, low-speed engines. Commercial pressure quite often does not allow the vessel to be stopped in order for maintenance or inspections to be performed on the main engines. In such cases, operators do not know what the actual condition of the piston rings is, unless it is worsening the engine’s performance. For this reason, prediction models of piston ring wear would be very useful [9, 10, 11]. The implementation of prediction models for marine engines in day-to-day operation could reduce the costs of engine maintenance, reduce the consumption of cylinder lubricating oil and reduce the emission of noxious substances into the environment. It increases the reliability of marine engines and overall improves the management of a ship’s engine department resources. All the mentioned benefits are related to a reduction in a ship’s operational costs and are directly are related to energy efficiency.
To identify the wear ratios of piston rings, a series of research tests were performed during the operation of
(This article belongs to the Special Issue Modeling of Quality, Reliability, and Exploitation for Power Supply Systems, ICT Systems, and Transportation Systems)
A long-stroke, low-speed marine engine is used as the prime mover of a ship. During the operation of such engines, the excessive wear of the cylinder liners and piston rings frequently occurs. The breakdown of cylinder liners or piston rings is very dangerous for the safety of a vessel, the environment, and the people on board. The reliability of engine components is an extremely important topic, as it influences the efficient operation of the vessel. Therefore, to prevent such undesired events, it is essential that the condition of the cylinder liners and piston rings is frequently assessed. This paper presents research that finds prediction models for the rate of piston ring wear. The compiled prediction models are verified using verification tests. The models can be implemented to evaluate the tendency of piston rings to wear, and can be used to evaluate the quality of cylinder liner lubrication. Our findings will help to obtain the required optimal piston ring wear rates, maintain the good operational condition of the engine, reduce the costs of engine maintenance, and reduce the total consumption of lubricating oil and the emission of noxious substances into the atmosphere. All the mentioned benefits are related to a reduction in the ship’s operational costs and are directly related to energy efficiency.
A marine low-speed engine is used as a ship’s main propulsion, so keeping the engine in a good technical condition is a topic of high importance for owners and operators. During the operation of such engines, the excessive wear of cylinder liners (CLs) and piston rings (PRs), and problems associated with scuffing frequently occur. Statistically, such failures cause the highest proportion of all the recorded marine low-speed engine breakdowns. The failure and malfunction of cylinder liners or piston rings are very dangerous for the safety of vessels, the environment, and the people on board, and they deteriorates the overall performance of the engine [1]. The reliability of an engine’s components is an extremally important subject for ship operators, as it influences the efficient operation of the vessel. Trends in the reduction of cylinder oil feeding rates have been observed, but without a consideration of differences among various engine types and sizes, various types of engine operating conditions, and the service lives of cylinder liners and piston rings, etc. To avoid operational problems with cylinder liner or piston ring failures, it is necessary to frequently conduct assessments of the condition of the cylinder liners and piston rings. The tribology of cylinder liners and piston rings in combustion engines has been studied by researchers for many decades. Research has also been performed specifically on marine low-speed diesel engines. Several attempts to simulate the wear and scuffing behavior by rig testing have been previously presented [2]. A theoretical study of piston ring wear in large two-stroke engines was presented by Rodríguez and co-authors [3]. The modeling of piston rings wea was presented by Yuelan and co-authors; this study presented the results of a simulation of piston ring and cylinder liner motion, performed on an SRV 4 temperature-, friction- and wear-testing machine. They observed that the Cr-plated piston ring and cylinder liner wear process is mainly abrasive. When the load increases, serious abrasive wear and adhesive wear take place, due to the emission of heat in the friction phenomena. When relative motion happens between two materials, adhesive wear takes place by plastic deformation under contact stress at a high load; this transfers from one surface to another surface and forms a transfer film on the grinding surface after continuously reciprocating the friction, scuffing, adhesion and peeling [4]. Figure 1 presents the morphology of the wear scars of Chromium-plated piston rings obtained by Yuelan.
Neuer T Systems Chef Adel Al Saleh
Obviously, during engine operation, the piston ring surface is ideally maintained, as presented in images A and B on Figure 1. For a better understanding of the piston ring wear process, a one-dimensional analysis pf the lubrication between the piston ring and the cylinder wall was developed and presented by Yeau-Ren Jeng [5]. Jeng’s research data were presented for a typical automotive engine. The piston ring was treated as a dynamically loaded bearing with a combined sliding, reciprocating and squeezing motion. A system of two nonlinear differential equations was used to model the lubrication, including the Reynolds cavitation boundary condition. A numerical procedure was developed to calculate the cyclic variations in the film thickness, frictional force, power loss, and oil flow across the ring. The effects of the ring profile, ring tension and engine speed were examined. It was shown that this analysis can be used to study the influence of ring design parameters, in order to improve the design of the ring pack in reciprocating engines. Yeau-Ren Jeng stated that a higher engine speed tends to allow hydrodynamic lubrication, a greater lubrication film thickness and less boundary lubrication. He analyzed the influence of other engine factors, such as the engine’s load, the width of the piston rings, and the height of the piston crown for hydrodynamic lubrication. Golloch and others [6] developed and described two measuring systems for the direct measurement of the friction forces of the piston assembly group, and for the oil film thickness between the top piston ring and the cylinder liner. A better understanding of the tribological processes is necessary in order to reduce the fuel consumption, emissions and wear. The scuffing phenomenon has been a topic of research over the years., According to the ASTM Terminology standard G40, Scuffing is a form of wear occurring in inadequately lubricated tribosystems that is characterized by macroscopically observable changes in texture, with features related to the direction of motion. However, there is still no agreement on the mechanisms of the scuffing phenomenon [7]. The catastrophic nature of scuffing in engine cylinder liners and piston rings means the normal low wear rate increased to a very high rate. Scuffed cylinder liners or piston rings have to be renewed, which typically takes 18–24 h and can cost up to more than USD 100, 000. Unplanned stops and expenses are never desirable in the shipping industry, where costs are essential for the competitiveness of a company. When a ship is at sea, the engine power must be fail-safe; therefore, the prevention of scuffing has a safety aspect. In order to fulfill these requirements, marine low-speed engine piston ring wear rates need to be kept in an acceptable range, below 40 [µm/1000 WH] for PR No.1 and 20 [µm/1000 WH] for PR No. 2, 3 and 4. [8]. This paper presents the results of a performed series of research tests during the operation of a chosen marine low-speed engine, in order to find the relationship between the wear ratio of piston rings and depending on various operational factors. Research has been conducted in order to find the PR wear prediction model that can be applied during the operation of a marine, low-speed engines. Commercial pressure quite often does not allow the vessel to be stopped in order for maintenance or inspections to be performed on the main engines. In such cases, operators do not know what the actual condition of the piston rings is, unless it is worsening the engine’s performance. For this reason, prediction models of piston ring wear would be very useful [9, 10, 11]. The implementation of prediction models for marine engines in day-to-day operation could reduce the costs of engine maintenance, reduce the consumption of cylinder lubricating oil and reduce the emission of noxious substances into the environment. It increases the reliability of marine engines and overall improves the management of a ship’s engine department resources. All the mentioned benefits are related to a reduction in a ship’s operational costs and are directly are related to energy efficiency.
To identify the wear ratios of piston rings, a series of research tests were performed during the operation of
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