EXPERIMENTAL INVESTIGATION ON DIFFERENT PATTERNS OF …

EXPERIMENTAL INVESTIGATION ON DIFFERENT

PATTERNS OF LASER SURFACE TEXTURING (LST)

ON PISTON RING FOR FRICTION POWER

REDUCTION IN MULTI CYLINDER I.C. ENGINE

A Thesis submitted to Gujarat Technological University

for the Award of

Doctor of Philosophy

in

Mechanical Engineering

by

PATEL VIJAYKUMAR KANTILAL Enrollment No. 139997119012

under supervision of

Dr. Bharat M. Ramani

GUJARAT TECHNOLOGICAL UNIVERSITY

AHMEDABAD,

GUJARAT, INDIA

NOVEMBER – 2020

EXPERIMENTAL INVESTIGATION ON DIFFERENT

PATTERNS OF LASER SURFACE TEXTURING (LST)

ON PISTON RING FOR FRICTION POWER

REDUCTION IN MULTI CYLINDER I.C. ENGINE

A Thesis submitted to Gujarat Technological University

for the Award of

Doctor of Philosophy

in

Mechanical Engineering

by

PATEL VIJAYKUMAR KANTILAL

Enrollment No. 139997119012

under supervision of



AHMEDABAD

NOVEMBER – 2020

i

© PATEL VIJAYKUMAR KANTILAL

ii

DECLARATION

I declare that the thesis entitled “Experimental investigation on different patterns of Laser

Surface Texturing (LST) on piston ring for friction power reduction in multi cylinder

I.C. Engine” submitted by me for the degree of Doctor of Philosophy is the record of

research work carried out by me during the period from 2014 to 2020 under the supervision

of Dr. Bharat M. Ramani (Supervisor) and this has not formed the basis for the award of

any degree, diploma, associateship, fellowship, titles in this or any other University or other

institution of higher learning.

I further declare that the material obtained from other sources has been duly acknowledged in

the thesis. I shall be solely responsible for any plagiarism or other irregularities if noticed in

the thesis.

Signature of the Research Scholar: Date: 26/11/2020

Name of Research Scholar: Patel Vijaykumar Kantilal

Place: Ahmedabad, Gujarat, India.

iii

CERTIFICATE

I certify that the work incorporated in the thesis “Experimental investigation on different

patterns of Laser Surface Texturing (LST) on piston ring for friction power reduction

in multi cylinder I.C. Engine” submitted by Patel Vijaykumar Kantilal was carried out

by the candidate under my supervision/guidance. To the best of my knowledge: (i) the

candidate has not submitted the same research work to any other institution for any

degree/diploma, Associateship, Fellowship or other similar titles (ii) the thesis submitted is a

record of original research work done by the Research Scholar during the period of study

under my supervision, and (iii) the thesis represents independent research work on the part of

the Research Scholar.

Signature of Supervisor: Date: 26/11/2020 Date: 26/11/2020

Name of Supervisor: Dr. Bharat M. Ramani

Place: Rajkot, Gujarat, India

iv

Course-work Completion Certificate

This is to certify that Shri Vijaykumar Kantilal Patel enrolment no. 139997119012 is a

Ph.D. scholar enrolled for the Ph.D. program in the branch Mechanical Engineering of

Gujarat Technological University, Ahmedabad.

(Please tick the relevant option(s))

He has been exempted from the course-work (successfully completed during M.Phil

Course)

He has been exempted from Research Methodology Course only (successfully

completed during M.Phil Course)

He has successfully completed the Ph.D. coursework for the partial requirement for

the award of Ph.D. Degree. His performance in the coursework is as follows

Grade Obtained in Research Methodology

(PH001)

Grade Obtained in Self Study Course

(Core Subject) (PH002)

BB

AB

Supervisor’s Sign


v

Originality Report Certificate

It is certified that Ph.D. Thesis titled “Experimental investigation on different patterns of

Laser Surface Texturing (LST) on piston ring for friction power reduction in multi

cylinder I.C. Engine” by Patel Vijaykumar Kantilal has been examined by us. We

undertake the following:

a. The thesis has significant new work/knowledge as compared already published or are

under consideration to be published elsewhere. No sentence, equation, diagram, table,

paragraph, or section has been copied verbatim from previous work unless it is placed

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Author own work.

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d. There is no falsification by manipulating research materials, equipment or processes,

or changing or omitting data or results such that the research is not accurately

represented in the research record.

e. The thesis has been checked using https://turnitin.com plagiarism tool (copy of

originality report attached) and found within limits as per GTU Plagiarism Policy and

instructions issued from time to time (i.e. permitted similarity index <=10%).

Signature of the Research Scholar: Date: 26/11/2020



Signature of Supervisor:


Date: 26/11/2020


vii

Ph.D. THESIS Non-Exclusive License to


In consideration of being a Ph.D. Research Scholar at GTU and in the interests of the

facilitation of research at GTU and elsewhere, I, Patel Vijaykumar Kantilal having

Enrollment No.: 139997119012 hereby grant a non-exclusive, royalty-free and perpetual

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d) The Universal Copyright Notice (©) shall appear on all copies made under the authority

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Any abstract submitted with the thesis will be considered to form part of the thesis.

f) I represent that my thesis is my original work, does not infringe any rights of others,

including privacy rights, and that I have the right to make the grant conferred by this non-

exclusive license.

g) If third party copyrighted material was included in my thesis for which, under the terms

of the Copyright Act, written permission from the copyright owners is required, I have

viii

obtained such permission from the copyright owners to do the acts mentioned in

paragraph (a) above for the full term of copyright protection.

h) I retain copyright ownership and moral rights in my thesis and may deal with the

copyright in my thesis, in any way consistent with rights granted by me to my University

in this non-exclusive license.

i) I further promise to inform any person to whom I may hereafter assign or license my

copyright in my thesis of the rights granted by me to my University in this non-exclusive

license. j) I am aware of and agree to accept the conditions and regulations of Ph.D. including all

policy matters related to authorship and plagiarism.

Signature of the Research Scholar:


Date: 26/11/2020


Signature of Supervisor:


Principal, Shri Labhubhai Trivedi Institute

of Engineering and Technology. Kalawad Road - Rajkot.

Date: 26/11/2020


Seal:

ix

Thesis Approval Form

The viva-voce of the Ph.D. Thesis submitted by Shri Vijaykumar Kantilal Patel

(Enrollment No. 139997119012) entitled “Experimental investigation on different

patterns of Laser Surface Texturing (LST) on piston ring for friction power reduction

in multi cylinder I.C. Engine” was conducted on Saturday, 07/11/2020 by Gujarat

Technological University through online mode.

(Please tick any one of the following option)

The performance of the candidate was satisfactory. We recommend that he be awarded

the Ph.D. degree.

We recommend that the viva-voce be re-conducted after incorporating the following

suggestions.

Thesis is approved and recommended for the award of Degree

The performance of the candidate was unsatisfactory. We recommend that he should

not be awarded the Ph.D. degree.

(The panel must give justifications for rejecting the research work)

Dr. Bharat M. Ramani Dr.Eng. Medhat Elkelawy

--------------------------------------------------

Name and Signature of Supervisor with Seal

Dr. Sachin Lotan Borse

---------------------------------------------------

External Examiner -1 Name and Signature

Dr. Vineet Kumar Prabhakar

---------------------------------------------------


--------------------------------------------------


x

Abstract

Due to depletion of the natural resources on one hand and an increase in the number of

automobile vehicles, on the other hand, natural fuel may be extincted in the near future.

Reduction in fuel consumption has, therefore, become an extremely important concern for the

automotive industry today. With an increasing demand for greater durability and decreased

oil consumption in an internal combustion engine, it has become necessary to reduce the

power losses to boost engine performance. Engine piston and bore surface finish significantly

influence lubrication oil consumption as well as wear characteristics. More than 40% of

power developed by an internal combustion engine is spent in overcoming the friction and

wear of various components and not only this but these parts are damaged frequently due to

excessive wear, reducing their self life. Therefore, by reducing friction and wear the

performance of the engine can be enhanced, however complete elimination of friction and

wear is not possible. The frictional losses can be reduced by proper selection of lubricating

oil, the material of mating components, and surface microstructure of material used in the

internal combustion engine.

The present work focuses on the friction power reduction by changing the surface

microstructure of piston rings to enhance the performance of the petrol engine with the help

of the Laser Surface Texturing (LST) technique. Laser surface texturing (LST) is mainly used

to reduce the contact surface between the piston and the cylinder. Micro-structure of frictional

surface studied first and accordingly they have been replaced with various texturing patterns.

An experimental set up has been developed with all required instrumentation in order to study

and investigate the effect of LST on engine performance.

Piston ring with dimple textured is designed, fabricated, and used in the motor-driven

engine to study the frictional characteristics and compared with an untextured piston ring.

Therefore this research work presents a detailed study including the fabrication and analysis

of three different patterns made by the Laser Surface Texturing method to see its effect on the

reduction of friction power with different lubrication oils. Each piston ring pattern has been

tested on the developed Maruti 800CC multi-cylinder engine in standard condition. The series

of experiments have been carried out on developed multi-cylinder I.C.Engine test rig under

different speeds. The study includes three different piston ring patterns namely full width,

xi

symmetrically at both sides and centered portion texturing with two various lubricating oils

namely SAE20W40 and SAE20W50. The systematic data has been recorded and observations

have been discussed in the details.

From this detailed study, it has been concluded that there is a substantial reduction in the

friction power of the engine with the use of LST on the piston rings. It is further observed that

with full width texturing on piston ring consumes 26% less power in comparison to non-

textured piston rings and similarly, 15% and 9% respectively in the case of center portion

LST and both sides LST with SAE20W40 lubricating oil. It is further concluded that there is a

definite effect of lubricating oil on the friction power along with LST. With SAE20W50

lubricating oil, the percentage of reduction of friction power for all three LST has been

observed as 29%, 19%, and 10% respectively, that means an additional reduction of 3% in

case of full width LST, 4% with center portion LST and 1% with both sides LST is observed

with SAE20W50.

Due to the reduction in friction between two matching parts in I.C. Engine, it reduces fuel

consumption, increased power output of the engine, reduced oil consumption, and reduction

in exhaust emissions in the engine. It ensures the smooth running of the engine with better

performance and higher thermal efficiency. Brake power is increased by reducing friction

power with the help of LST on piston ring in the I.C. engine which indirectly increases the

thermal efficiency of I.C.Engine.

xii

Acknowledgment

First of all, my deepest gratitude to God almighty for being with me all the time, his

providence, blessings, and guiding me with their divine light. I would like to thank all the

people who made this doctoral study possible. Mentioning all people who deserve my

gratitude without leaving someone out is quite a difficult task, but I will try to do my best.

At the outset, I would like to express my heartfelt gratitude towards my guide and mentor

Dr. Bharat M. Ramani (Supervisor), Professor and Principal, Shri Labhubhai Trivedi

Institute of Engineering and Technology, Rajkot for his invaluable guidance, kind

cooperation, infallible suggestions me throughout the journey of the doctoral research. He has

been a continuous source of motivation, encouragement, inspiration, and moral support

throughout the research work. Thank you will be the very small word against the knowledge

and compassion he bestowed throughout.

I also like to express my deepest gratitude towards the DPC Members, Dr. Pravin P.

Rathod, Professor and In-charge Principal, Government Engineering College, Bhuj, Kutch,

Gujarat, and Dr. Vikas J. Lakhera, Professor & Head, Mechanical Engineering Department,

Nirma University, Ahmedabad, Gujarat for their constant guidance, valuable suggestions and

insightful comments given during throughout all the DPC and Research Weeks. Their

feedback and endless support helped me to work much better. I will also like to extend the

thanks to the entire team of Gujarat Technological University for all their help and support

whenever required.

At this point, I would like to thanks special persons from the industry for their morale &

motivated support in this research, it would not have been possible without, who helped me

to various rigorous work like fabrication, Instrumentation and calibration process, etc for my

experimental setup, providing the separate air-conditioned space for experimental set-up and

to carry out experimental work round the clock for that my sincere thanks go to Mr. Ketul

Patel, Manager, M/S. MODTECH MACHINES PVT. LTD.

I would like to mention the special thanks to Prof. Hiren P. Patel, Dr. Mrunal Chaudhari,

and Dr.P.D.Patel (Assistant Professor, L.D.College of Engineering, Ahmedabad, Gujarat)

for helping me understand technical writing, publication and assisted me whenever I

required. A colleague, Prof. Priyakant A. Vaghela working in my department helped me

xiii

out in proofreading my English before submitting a manuscript and thesis. I would like to

acknowledge his help.

I am grateful to Commissioner of Technical Education (CTE), Gujarat State for granting

permission to pursue a Ph.D. I am also thankful to the Principal and Staff of Mechanical

Engineering Department, Government Polytechnic, Chhotaudepur, and R.C.Technical

Institute, Ahmedabad, for their constant encouragement and support during the tenure of this

research work.

Mr. Rajesh Gajjar, Asst. General Manager, M/S. SAHAJANAND LASER

TECHNOLOGY LTD. G.I.D.C. Gandhinagar, Gujarat, Mr. Jayantilal Patel, Proprietor,

K-Tech Laser. G.I.D.C., Odhav, Ahmedabad, Gujarat for their supports in terms of marking

different patterns of Laser texture on piston rings in their industries.

Special thanks to Dr. Hitesh Panchal Asst. Professor, Government engineering college,

Patan, Gujarat for his untired guidance, great support, and kind advice throughout my

research studies. It was a real privilege and an honor for me to share his exceptional scientific

knowledge but also his extraordinary human qualities.

I would like to express my heartfelt gratitude towards my loving father Kantibhai K Patel,

mother Lalitaben K Patel, my elder brother Shailesh Patel, bhabhi Shushilaben uncle

Bhikhabhai G Patel and aunt Shardaben Pathak for all their endless and unforgettable

efforts to make me an engineer and encouragement they have given throughout my life.

Thank you, Mom & Dad, for encouraging me and providing endless support.

Swati, My wife, who always stood by me, for everything I need. One who always tried to

come up with the solution to any problem I faced throughout this tenure. A thank you will be

a very small word for her. She has been a continuous source of motivation for me.

Special love to my adorable daughter Khushi and son Rudra, who missed my intense

company during this period and for all the maturity they demonstrated through the tenure,

who have taken pains along with me and without which this work would not have seen the

light of success.

At last, I extend my sincere thanks to all those who helped me directly or indirectly in the

research work. Vijay K. Patel

Research Scholar, Gujarat Technological University

xiv

Table of Contents

Declaration II

Abstract X

Acknowledgment

XII

List of Abbreviations

XVIII

List of Symbols

XX

List of Figures XXI

List of Photograph

XXII

List of Tables

XXIII

List of Graphs

XXIV

List of Appendices

XXVIII

Chapter 1 Introduction 1

1.1 Introduction 1

1.2 Research motivation 3

1.3 Laser surface texturing 4

1.3.1 Basic principles 5

1.3.2 Technology application 5

1.3.3 Advantages of LST 5

1.3.4 Applications of LST 6

1.3.4.1 Current applications 6

1.3.4.2 Ideas for future applications 6

1.4 Organization of the thesis 7

Chapter 2 Literature Review 9

2.1 Literature review 9

2.1.1 Laser surface texture on the piston ring 10

2.1.2 Laser surface texture on the cylinder Liner 17

2.1.3 Laser surface texture on the face seal 21

2.1.4 Laser surface texture effect in soft elastohydrodynamic

lubrication 21

2.1.5 Laser surface textured under lubrication initial point

contact 25

2.2 Conclusion of from the literature review 27

2.3 Objective of the present work 27

xv

Chapter 3 Experimental setup 28

3.1 Introduction 28

3.2 Fabrication of test rig 28

3.3 Experimental setup (Test rig) fabrication 29

3.3.1 Engine 29

3.3.2 Variable frequency drive 30

3.3.3 A.C. Motor 30

3.3.4 Digital tachometer 31

3.3.5 Temperature radiation pyrometer 32

3.3.6 Temperature sensor (Thermocouple) 32

3.3.7 Clamp meter 33

3.3.8 Temperature indication device 33

3.3.9 Lubrication oil used for experiment 34

3.4 Experimental methodology 34

3.5 Parameters of LST 35

3.6 Sets of experiment 37

3.7 Experimental procedure 38

3.8 Experimental setup 39

3.9 Locations of nine temperature sensors 40

3.10 Repeatability of experiment 49

3.12 Regression analysis 49

3.13 Uncertainty analysis 49

3.14 Light tightness test 50

Chapter 4 Results and discussion 51

4.1 Experimental observation 51

4.2 Case-I: Both sides portion textured patterns of laser surface

texturing (LST) on piston rings 51

4.2.1 Effect of both sides portion LST on engine temperature

with using SAE20W40 lubrication. 51

4.2.2 Effect of both sides portion LST on lubricating oil

temperature with using SAE20W40 lubrication. 55

4.2.3 Effect of both sides portion LST on bearing temperature


4.2.4 Effect of both sides portion LST on friction power with

using SAE20W40 lubrication. 58

4.2.5 Effect of both sides portion LST on engine temperature


4.2.6 Effect of both sides portion LST on lubricating oil


xvi

4.2.7 Effect of both sides portion LST on bearing temperature

with using SAE20W50 lubrication.

64

4.2.8 Effect of both sides portion LST on friction power with

using SAE20W50 lubrication. 65

4.3 Case-II Center (Middle) portion textured patterns of laser surface

texturing (LST) on piston rings 67

4.3.1 Effect of center (middle) portion LST on engine

temperature with using SAE20W40 lubrication 67

4.3.2 Effect of center (middle) portion LST on lubricating oil

temperature with using SAE20W40 lubrication 71

4.3.3 Effect of center (middle) portion LST on bearing


4.3.4 Effect of center (middle) portion LST on friction power


4.3.5 Effect of center (middle) portion LST on engine


4.3.6 Effect of center (middle) portion LST on lubricating oil


4.3.7 Effect of center (middle) portion LST on bearing


4.2.8 Effect of center (middle) portion LST on friction power


4.4 Case-III Full width textured patterns of laser surface texturing

(LST) on piston rings 83

4.4.1 Effect of full width LST on engine temperature with using

SAE20W40 lubrication 83

4.4.2 Effect of full width LST on lubricating oil temperature with

using SAE20W40 lubrication 87

4.4.3 Effect of full width LST on bearing temperature with using


4.4.4 Effect of full width LST on friction power with using


4.4.5 Effect of full width LST on engine temperature with using


4.4.6 Effect of full width LST on lubricating oil temperature with

using SAE20W50 lubrication 95

4.4.7 Effect of full width LST on bearing temperature with using


4.4.8 Effect of full width LST on friction power with using


4.5 Effect of different LST texture 99

4.5.1 Effect of different LST patterns at different temperature

locations for various engine speeds 99

4.6

Effect of same LST at different temperature and engine speed for

different lubricating oil 107

4.6.1 Both side LST with SAE20W40 and SAE20W50

lubrication oil 107

4.6.2. Center portion LST with SAE20W40 and SAE20W50

lubrication oil 112

xvii

4.6.3 Full width LST with SAE20W40 and SAE20W50

lubrication oil 117

4.7 Effects of lubrication oil 123


and engine speeds for SAE20w40 lubricating oil 123


and engine speeds for SAE20W50 lubricating oil 128

4.8 Comparison of the effects of different LST on power consumed 133

Chapter 5 Conclusion and Future scope 134

Conclusion 134

The scope of future scope 136

List of References 137

List of Appendices

Appendix: A Experimental data 142

Appendix: B Calibration 149

Appendix: C List of materials 155

Appendix: D Measuring instruments parameters 156

Appendix: E List of Publication 157

xviii

List of Abbreviation

Abbreviation Full form

A Rated Output current

A.C. Alternate current

Amb. Ambient

Amp Ampere

ATF Automatic transmission fluid

BDC Bottom dead center

bhp Break horsepower

Bp Axial length of the textured zone

br Ring Width

BSP British standard pipe

c(t) Instantaneous nominal clearance

C.I. Compression Ignition

CC Cubic centimeter

D Cylinder bore

d Ring Diameter

D.C. Direct current

Deg. Degree

DOE Design of Experiments

e Optimum aspect ratio

E Stiffness index

gr Ring end gap

h Instantaneous local film thickness at a specific point (x,z)

HP Horsepower

hp Dimple depth

hr Piston ring height

Hz Hartz

I.C Internal Combustion

i.e. Id est.

ICE Internal combustion engine

IDC Inner dead center

IEC International Electrotechnical commission

IFT Instantaneous Frictional Torque

IMEP Indicated Mean Effective Pressure

IP International Protection

IS Indian Standard oK Temperature (K)

Km Kilometer

KW Kilowatt

L.C. Least count

lit Liter

LST Laser surface texturing

M.Ω Mili Ohm resistance

xix

Abbreviation Full form

m/s Meter per second

Max. Maximum

MEMS Microelectromechanical system

Min. Minimum

mm Millimeter

MPa Mega Pascal

ms microsecond

Mtr meter

N Newton

Nm Newton meter

O.D Outer diameter

ºC Degree Celsius

OFT Oil film thickness

P Cylinder gas pressure

p Instantaneous local hydrodynamic pressure

pe Total external pressure on the ring consisting of gas pressure

and piston ring elasticity

ph Instantaneous average hydrodynamic pressure between the ring

and liner

PM Particulate emissions

PT Platinum

PV Pressure velocity

rc Crankshaft radius

rp Radius of dimple

RPM or rpm Revolution per meter

RTD Resistance Temperature Detector

S.I. Spark Ignition

SAE Society of Automotive Engineers

SATP Standard ambient temperature and pressure condition

SEHL Soft elasto-hydrodynamic laboratory

Sp Dimple Density / Area density of the dimples

STC Series temperature sensor RoHs Certificate

TC Thermocouple

TDC Top dead center

Temp. Temperature

tr Radial Thickness

V Voltage

v/s Versus

VAC Voltage amperage and frequency

VFD Variable frequency drive

W* Piston ring width

X Axial direction of the cylinder liner

Z Circumferential direction of the piston ring.

xx

List of Symbols

Symbols Full form

α The angle between the laser beams.

λ Laser wavelength

µ Dynamic viscosity of the fluid

ϼ Piston ring material density

ω Angular velocity of the crankshaft

xxi

List of Figures

Figure

No. Title Page No.

1.1 Percentage friction loss in various parts of IC-Engine 2

2.1 Laser textured piston ring 9

2.2

The average friction force vs. crank rotational for external

normal pressure of 0.2 MPa 10

2.3 The layout of the reciprocating test rig 14

2.4 Overview of the reciprocating eccentric tribometer 17

2.5

Experimental setup on Anton Paar high-temperature tribometer

(THT) 18

2.6 Ring-on-disc friction testing 21

2.7 Tribological test rig 26

3.1 Different locations of the textured zone 35

3.2 A geometrical model of a laser textured surface 35

3.3 Piston ring, Cylinder liner, and film thickness cross section 36

3.4 Drawing of LST pattern on piston ring 37

3.5 Layout of Experimental Setup 39

3.6 Light tightness test 50

B.1 Calibration certificate of Digital Tachometer 150

B.2 Calibration certificate of Temperature sensor [Infared Gun ] 151

B.3 Calibration certificate of Digital Clamp meter 153

B.4 Calibration certificate of Digital Clamp Meter 154

xxii

List of Photograph

Photograph

No. Photograph detail Page No.

3.1 3-Cylinder petrol engine 29

3.2 A.C. Motor drive 30

3.3 A.C. Motor 30

3.4 Digital tachometer 31

3.5 Temperature radiation pyrometer 32

3.6 Temperature sensor [Thermocouple] 32

3.7 Clamp meter 33

3.8 Temperature indicating device 33

3.9 Photographic view of multi cylinder engine test rig 40

3.10 Variable frequency drive 41

3.11 Assembly of electric motor and engine 41

3.12 Location of temperature Sensor 42

3.13

Internal electric wiring connection of VFD and temperature

sensor 42

3.14 Location of the oil temperature sensor 43

3.15 Piston and piston ring assembly 43

3.16 Un-textured piston ring 44

3.17 Piston ring with laser surface texturing 44

3.18 Temperature display panel and control panel 45

3.19 Speed measuring by the digital tachometer 45

3.20 Engine with 3 piston 46

3.21 Different lubricating engine oil 46

3.22 Removal of piston and piston Ring 47

3.23 Overhauling engine 47

3.24 Preparation of experiment test rig 48

3.25 Photos of actual piston rings with different types of patterns 48

B.1 Digital tachometer 149

B.2 Temperature sensor (Infrared gun) 151

B.3 Photo of the digital clamp meter 152

xxiii

List of Tables

Table

No. Tables Title Page No.

1.1

Summary of literature survey related to LST on piston rings for

friction. 16

3.1 Engine specification 29

3.2 A.C. Motor drive specifications (Variable frequency drive) 30

3.3 A.C. Motor specifications 31

3.4 Temperature sensor (Thermocouple) specifications 32

3.5 Temperature indicating device specifications 33

3.6 Properties of lubricants 34

3.7 Sets of experiment 37

5.1

Comparison of average reduction in friction power with different

three patterns with using two different grade of lubricating oil. 135

A.1 Observation Table-1 Piston rings without laser surface texturing 141

A.2

Observation Table-2 Piston rings without laser surface texturing at

both sides with using SAE20W40 lubricating oil 142

A.3


both sides with using SAE20W50 lubricating oil 143

A.4


symmetrically center with using SAE20W40 lubricating oil 144

A.5


symmetrically center with using SAE20W50 lubricating oil 145

A.6

Observation Table-6 Piston rings without laser surface texturing on

full width with using SAE20W40 lubricating oil 146

A.7

Observation Table-7 Piston rings without laser surface texturing on

full width with using SAE20W50 lubricating oil 147

B.1 Specification of the digital tachometer 150

C.1 List of material required for projects 155

D.1

List of Instruments with accuracy, range, and percentage of

errors 156

E.1 List of publication 157

xxiv

List of Graphs

Graphs

No. Graphs Title Page No.

4.1 Effect of LST on engine temperature T1 52






4.7 Effect of LST on lubricating oil temperature (T7) 56

4.8 Effect of LST on inner side bearing temperature (T8) 57

4.9 Effect of LST on outer side bearing temperature (T9) 57

4.10 Effect of LST on frictional power consumption 58



























xxv

























4.61 Effect of different LST @400 rpm 99














4.75 Effect of same LST on temperature T1 107


xxvi





4.81 Effect of same LST on lubricating oil temperature T7 110

4.82 Effect of same LST on inner side bearing temperature T8 111

4.83 Effect of same LST on outer side bearing temperature T9 111



















4.102 Effect of different LST on temperature T1 123






4.108 Effect of different LST on lubricating oil temperature T7 126

4.109 Effect of different LST on inner side bearing temperature T8 126

4.110 Effect of different LST on outer side bearing temperature T9 127







xxvii

4..117 Effect of different LST on lubricating oil temperature T7 131

4.118 Effect of different LST on inner side bearing temperature T8 131

4.119 Effect of different LST on outer side bearing temperature T9 132

4.120

Effect on power consumed of various textured surfaces and

without a textured surface

133

xxviii

List of Appendices

Name Title Page No.

Appendix A: Experimental data 142

Appendix B: Calibration 149

Appendix C: List of materials 155

Appendix D: Measuring instruments parameters 156

Appendix E: List of publications 157

1

CHAPTER-1

INTRODUCTION

1.1 Introduction

From the very first moment of birth of any invention, there is always the possibility of

a better way. I.C. engine was invented two centuries back. In these two centuries, more and

more improvements were carried out and this process is continuing. Referring to the

present scenario of the energy crisis and environmental pollution it has become a need, to

check possibilities for improving fuel efficiency by decreasing losses, to make more

environmentally friendly vehicles by decreasing pollutants, and to check options means

alternatives fuel for running an engine.

It is about an energy crisis that needs an enhanced awareness of the use of natural

resources with more cleverly and precipitated an intense study of the efficiency of the

internal combustion engine e.g. the piston assembly, valve train, and engine bearings. Such

studies have remained pulsating and have been further driven by the increasing recognition

of the fragility of our environment and the need to accommodate growth in the automobile

sector in a sustainable manner.

An internal combustion engine is a complicated machine. Hundred of components need

to work together to make it run at all, and many other factors come into play that can cause

a breakdown. Some of the major common engine problems to look out are like engine

knocking and vibration, engine & its joint leaks, stalling and hesitations, engine

overheating, loose or worn out engine parts. The most likely cause of all these phenomena

is due to friction and wear. Friction between the piston and cylinder assemble always plays

a key role in the wear and tear of the IC engine. The wear and tear of components shall

always affect the efficiency as well as the life of the components. By use of cost-effective

methods, it is always feasible to increase the efficiency, productivity, and life of moving

components.

To obtain the maximum efficiency of an engine without any above-mentioned problem,

it is required to reduce this friction force. Engine friction is the primary difference between

2

the energy input of fuel and the energy available on the engine's driveshaft. In an area

where the conservation of fuel increases, the reduction in mechanical friction is the best

way to increase fuel economy without sacrificing the influence of others. In fact, by

decreasing the friction, it can increase the performance by making the fuel energy available

on drive shaft more. By reducing the engine's friction, it can reduce the size of the cooling

and oil systems because a large portion of the friction loss in the engine appears in the

form of heat in the coolant and oil.

After conducting lots of experiments on an engine, scientists are come to know that the

friction forces in an I.C. Engine are in the tune of 17-19 % of total input power. About 45

to 50% (Fig. 1.1) total losses are contributed only by the piston ring assembly system. If

this loss also decreases by 1%, then due to the huge market growth of automotive products,

these efforts can lead to a huge amount of saving of fuel. The Tribological behavior of the

piston ring assembly system should be studied.

FIGURE 1.1: Percentage of friction loss in various parts of IC-Engine [16]

The Piston ring assembly is the heart of an internal combustion engine. The various

tribological factors which can influence the piston ring assembly i.e. piston and ring

materials, piston ring clearance, lubricant properties, piston design, and ring geometry, etc.

So it is required to go into depth to reduce the friction in the piston ring mechanism to

increase efficiency.

The role of piston rings in engines is to dynamically prevent the release of combustion

gas under high pressure and the ingress of lubricant into the combustion chamber. A

modern set of piston rings consists of 2 or 3 rings, namely compression rings, and an oil

control ring. Engine performance is highly dependent on the tribological behavior between

the cylinder liner and the piston ring.

3

The importance of lubricating piston rings has been identified in recent decades.

Numerous researchers have done significant work on this phenomenon when the cylinder-

sleeve of a piston ring is in contact. Of particular interest are the friction forces that occur

at the piston ring cylinder-liner interface, which directly affects the oil consumption and

the efficiency of the internal combustion engine (ICE) system. When relative motion

occurs between mechanical surfaces in contact, friction forces are established that

counteract the motion. Efficiency suffers because the energy used to overcome friction is a

part of the input to the engine that can never be converted into useful work.

1.2 Research motivation

Indian market is open to the world under the global economic development of the

nation. The automobile market has become competitive, more & more people becoming

owners of the vehicles (four/two). Thus, the consumption of scare fuels is also increasing

& also increasing pollution. There are many different types of four-stroke multi-cylinder

diesel or petrol engine automotive four-wheelers are available in a different capacity in the

market with a fuel efficiency of 10km/liter to 20km/liter. Four-stroke petrol vehicles enjoy

the market share more than 70% for domestic, commercial & agriculture purpose. Hence, it

is preferable to select a piston ring system of the same vehicle for the study of piston ring

pair friction in the multi-cylinder engine system.

Fuel consumption coupled with friction is nowadays a especially significant parameter

for the automotive industry with expected legislative requirements on emissions.

Approximately 30% of the largest source of friction losses in an internal combustion

engine is due to a piston/cylinder system, of which 70–80% is in piston rings, so it is

important to optimize. New materials, coatings, and high-tech processes that were

previously considered too expensive in the automobile industries. Proper lubrication and

texture of the surface are key issues in reducing piston/cylinder friction. In recent years,

especially preferred surface textures and laser surface texturing (LST) has become a

promising new friction reduction technology for mechanical components.

Laser surface texturing has many advantages that can potentially save huge amounts of

energy and increase the efficiency of many mechanical systems. The most obvious

advantage is friction reduction. Friction power leads to the loss of power so the new

technologies are required to reduce the friction power. The exact reduction of friction

depends on a variety of variables, including load capacity, micropore geometry, speed, and

materials used.

4

Reducing friction leads to several advantages. First, the energy saved from heat loss

can reduce the application’s power consumption. Secondly, lower friction generates less

heat, thus decreases surface thermal stresses and strains. Finally, a lower friction

coefficient decreases sticking, in a certain system, smaller forces are used to initiate

movement.

Microcavities act as garbage traps, preserving tiny loose particles from the microcracks and

damage that occur. It was found that the wear resistance of the LST-treated component has

a three times improvement in the fatigue life compared to the standard component. Wear

caused by repeated small surface movements, known as abrasive wear, can be substantially

reduced when LST is applied. Experiments have shown that fatigue life has doubled with

LST. These impressive results of the LST show the potential of this technology.

1.3 Laser surface texture

Laser surface texturing (LST) is a surface treatment system used to increase material

tribology. The use of a laser to create patterned microstructures on the surface of materials

can better the load capacity, wear rate, the life of lubricant while reducing coefficients of

friction.

The use of surface irregularities to enhance tribological properties was explored for the

first in the 1960s and introduced in many production techniques. Even though the use of

surface texture engineering in tribological improvements appeared for several years in the

1990s and is still subject to substantial technical advancement, the surface texture

engineering is being studied. Lasers have non-parallel control of the surface microstructure

compared to other surface etching processes and low environmental effects.

Despite the unavoidable wear and loss of friction in countless processes and

appliances, LST technology offers tremendous opportunities for improved productivity and

service life. Furthermore, LST provides incentives in microelectromechanical devices, for

example, to solve limitations.

Surface texturing in general and laser surface texturing in particular has emerged in

recent years as a viable means of enhancing tribological performance. A great deal of

fundamental research work is still going on worldwide, utilizing various texturing

techniques, to explore the benefits of surface texturing and to optimize the texturing forms

and dimensions under various operating condition.

Of all the practical micro-surface patterning methods it seems that laser surface

texturing (LST) offers the most promising concept. This is because the laser is extremely

5

fast, clean to the environment and provides excellent control of the shape and size of the

micro-dimples, which allows realization of optimum designs.

1.3.1 Basic principles [4]

LST is the method of material processing used to create patterned microstructures on a

workpiece contact surface. While it is possible to use different patterns, typical

microstructures are linear grooves, crossed grooves, and circular grooves, similar to

grooves. Such microstructures work in many ways to enhance tribological properties.

The effects listed below operate to varying degrees, depending on several specific

properties of the application.

1. Lubricating viscosity

2. The geometry of micropores.

3. Relative contact speed.

4. Load pressure, etc.

1.3.2 Technology application [4]

Developing specially structured surface microstructures such as abrasive blasting,

reactive ion etching, and ultrasonic treatment can be achieved in many ways. However,

laser technology provides maximum control and accuracy concerning the resulting

geometry. Also, laser ablation does not use chemical reagents and does not generate

significant waste.

To implement laser texturing of the surface, it is necessary to consider several

technological solutions related to equipment and application. These include laser

characteristics, the use of scanning or interference patterns, geometry and pore frequency,

as well as full and partial LST.

1.3.3 Advantages of LST [4]

Reduces metal to metal contact

Could facilitate speed/ performance increase

Reduces friction by up 75%

Wear resistance can be increased by 6 fold in extreme cases

Improves component life & reliability

Longer life in lubricant starvation situations

Improves seizures resistance 2 fold

Reduces power consumption

Allows increased service periods or downsizing

6

Reduces maintenance costs

Helps prevent catastrophic failures

Heat generation can be reduced by 30%

Could pay for itself in a few weeks

1.3.4 Applications of LST [4]

1.3.4.1 Current applications

LST is currently a relatively new area; LST is primarily in the research and small-scale

level. There are currently some industrial uses of LST, such as the proposed use of LST in

a production line of automobile engines and the use of LST in magnetic drives. Also,

several specialized companies will texture the provided parts and seals. There are currently

a lot of investigations related to various applications for commercial use, including:

Mechanical seal

Duo cone seal

Roller bearing thrust ribs

Thrust Bearings

Thrust collars/washers

Water pump seals

Plain & hydrodynamic bearings

Piston rings & other engine components

Surfaces lubricated by water or nonflammable solutions

High-temperature surfaces lubricated by ATF or other low viscosity lubricants

Gas Seals in turbines

Helps reduce fretting corrosion

Magnetic drives

MEMS devices

Engines

Metal forming as a mean for a secondary hydrodynamic lubrication mechanism

which is called micro-pool or micro-plastic hydrodynamic lubrication.

Bone and dental implants with LST surfaces to improve osseointegration

1.3.4.2 Ideas for future applications

As mentioned above, the capacity for LST is enormous due to the number of devices

that are subject to major losses in friction.

Some ideas for future LST applications include:

7

Bearings like Linear and rotary bearing

Storage energy in the flywheel

Activities and sports (skis, skates, games, sledges)

Acceleration of a projectile through a pipe (i.e. satellite launch using an

electromagnetic / railgun)

1.4 Organization of the thesis

The thesis is organized into six chapters. The abstract of the thesis and the keywords are

presented before the contents of the thesis.

Chapter 1 describes the Introduction of friction generated between various parts of

I.C.Engine. The focus is to reduce friction between piston ring assembly by various

techniques which is also the motivation of the research work.

Chapter 2 deals with the Literature review carried out related to the area of laser

surface texturing on different parts of I.C. Engine for friction reduction. The relevant

information derived from the literature review has been summarized which is immensely

helpful for the present research investigation. Consequently, the statement of the problem

is defined.

Chapter 3 outlines the experiment performed for friction power reduction by various

three patterns of LST on the piston ring within selecting the properly conducive

environment for the system. It includes the fabrication of test rig, experiment set-up

specification, the Experimental methodology as per IS -10000. It consists of the different

parameters of LST, the trials required, the experimental procedure used for checking the

friction power consumption by different patterns of laser surface texturing piston rings

used in multi-cylinder I.C.Engine. It covers regression analysis, uncertainty analysis, and

repeatability of the experiment, light tightness test. It also includes the photos related to the

major components and measuring devices used for measuring different parameters during

an experiment conducted on 800CC multi-cylinder I.C. Engine test rig.

Chapter 4 emphasizes the Results & Discussion part of the overall effect of LST on

the friction power with variants of the lubricants. By providing different combinations of

the parameters, the effect of the LST on various described locations on the engine test rig

is observed. This is done by analyzing the graphs for engine speed v/s temperature and

engine speed v/s friction power consumption. There we also address the achievement of

research goals.

8

Chapter 5 includes the extract of research work which is discussed in Conclusion and

future scope. The important outcomes from this work are presented and suggest the future

scope of work.

9

CHAPTER-2

LITERATURE REVIEW

In this chapter, the significant conclusions have been derived from the exhaustive

literature review carried out of the area of different techniques of laser surface texturing &

utilization and their effects on friction. The relevant information derived from the literature

review has been summarized and the needs for the present research investigations have

been defined. Subsequently, the statement of the problem is defined.

2.1 Literature review

In order not to break with recent trends and to find limitations that have to be resolved

in the process of preparing a laser surface texture and texturing effect for engine friction, a

literature review was carried out.

FIGURE 2.1: Laser textured piston ring [5]

10

2.1.1 Laser surface texture on the piston ring

G.Ryk and I.Etsion [1] tested of partial surface texture piston rings. Tested with

practical piston rings and cylindrical liner segments on a revised test rig. Reference was

made to the characteristics of the non-textured traditional cylindrical rings and the

characteristics of the maximum partial rings of the cylindrical LST. The friction tests were

performed with several standard load Fe values relating to a range of nominal contact

pressure from 0.1 to 0.3 MPa. For a standard case with a nominal contact pressure of 0.2

MPa special results were obtained.

FIGURE 2.2: The average friction force (N) v/s the crank rotation (RPM) with an external

normal pressure of 0.2 MPa [1]

For untextured barrel rings and partly LST cylindrical end rings, the average friction

force is seen against the rotational momentum of the crank. The average friction is

therefore expected to increase with both speed and weight, as is the hydrodynamic

lubrication law.

LST has a significant effect on reducing friction compared to non-textured support

rings. The average reference friction obtained from partially LST cylindrical face rings is

about 20-25% lower than the rings of the facial stem, ranging from 500 to 1200 revolutions

per minute throughout the entire speed range. Their conclusion was also that the

percentage difference between the untextured and the partial LST ring is almost

indistinguishable from the negligible touch strain. It is to be noted that the vibration level

of the test rig begins to rise above 900 to 1200, which prevents tests within this range.

Friction checks at 1200 rpm are less reliable than those in the 500-900 rpm range. Finally,

some actual experiments were performed partially on an LST barrel ring, which decreases

friction substantially below 2000 rpm at lower speeds.

This slight advantage of the partial LST vanished absolutely above 2000 rpm. The

barrel shape, which has probably been achieved by trial and error over many years, does

11

not seem to be good for partial LST. The ring gives the face crown a heavy hydrodynamic

effect, which usually conceals the minor hydrodynamic effects of the surface structure at

high speeds. Therefore, a more appropriate contrast between the features of the optimal

untextured barrier shape and the optimum partial LST cylindrical piston rings should be

made in the future with the burning engine test similar to the current rig test.

Approximately 25% of the partial LST piston rings were found to be in lower conflicts.

I.Etsion and E.Share [2] assessed the effect on fuel consumption and exhaust gas

composition of partially laser textured piston rings during the compression ignition I.C.

engine. Dynamometer tests with Ford Transit were naturally placed on the speed of the

engine under roughly half the load conditions for the 2500 cm3 engine. The LST effect was

tested on the engine’s four top piston rings using the following process. In order to

minimize the random effect in the order of the medium per set of rings was evaluated on 3

separate days. Each day, a speed test procedure and a motor speed test procedure were

tested during two separate operations. Three times every operation has been replicated. The

engine was permitted to reach steady-state conditions that normally are reached after 20

minutes at each point.

Cylindrical rings were contrasted with the non-textured relation to standard barrel-

shaped rings and the maximum partial textual laser surface. It was found that the LST

partial piston rings showed a reduction in fuel consumption of up to 4%, while there was

no noticeable change in the composition of the exhaust gases or the smoke level.

Y. Kligerman et al.[3] have developed a theoretical model to investigate the possible

use of partial LST piston rings with a flat surface, in which only one part of the ring

surface width is textured. Partly based on LST dimples so-called "collective" effect, which

usually creates an equal gap between parallel breeding surfaces. The behavior of the

friction force occurs under pressure in the composite film of a liquid and over the time of

the gap. The key parameters of the problem are determined by intensive parametric

research. Best LST parameters are evaluated such as a reduced piston ring contact size, the

density of the texture area, and textured detail. The maximum friction for partial LST

piston rings has been observed to be much less than the optimum full LST ring. The

difference varies from 30% for narrow rings to 55% for wide rings.

The laser surface piston-cylinder device with textured piston rings has been

investigated by Aviram Ronen et al.[4]. To minimize friction between the piston rings and

cylinder liner, the authors explored the potential use of the piston-ring structures as

spherical dimples, which are the entire ring surface of the liner. This shows that the surface

12

can produce major hydrodynamic effects. Large piston ring and the cylindrical liner were

resolved simultaneously with the solution of the Reynolds equation and dynamic equation

to achieve the time difference under all operating conditions. Significant task parameters

were established. It was the region of dimple, the diameter of the dimple, and the height of

dimple. The best micro-growth depth-to-diameter value was found that gives the least

friction force. The friction can be popular by 30% and more.

The impact of a partial laser surface texture on piston-line friction minimizing was

assessed in experimental studies carried out by G.Ryk et al.[5]. In the previous study, a

30% decreased friction can be achieved with the full LST, which uses the entire width of

the piston ring, which acts individually as the micro-hydro-dynamic coils, to create a large

number of micro dimples. The ring is formed only in part by a portion of the width of the

piston in a partial LST that affects the "location" of the dimples, which also provides a

distance comparable to parallel fertility surfaces.

Experimental tests with flat and parallel samples with fractional LST validated the

recently stated hypothetical model and demonstrating the partial gain over complete LST.

Reducing LST friction using piston rings and cylinder liner segments under actual

production conditions is not easy and requires further study.

Conflicts with partial LST could be reduced to approximately 25% compared with the

full LST at the test manipulation speed limit. The friction decrease is further enhanced with

full LST in comparison with this non-textured body by 40 percent. There is the same

decrease in friction with early manipulations and actual experiments on engines with piston

and cylindrical lining. Nevertheless, experiments were carried out with piston rings in the

shape of a barrel and not with cylindrical conformal rings.

A.Ronen et al.[6] impressed by the study of inertial forces, the limited conditions of

the film's action, and pressure on the strength of the friction between the laser texture of

the piston ring and cylinder liner. There are two approaches; the first total dynamic force is

based on equilibrium, which takes into account inertial forces and the effects of

compression of the film due to the set of piston rings and radial velocity, respectively. The

second is the quasi-static equilibrium of the force, which disregards inertia and compresses

the film’s effects. Real-time variations during the engine cycle pressure instead of

continuing constant pressure instead of boundary crisis, the outcome of the first approach

are also being studied. The problem of a quasi-static force balance will deliver reliable

results for both immediate and average friction strength in combination with a reasonable

13

curve-fit and save time. The key issue with this strategy is that it is unable to predict the

time shifts in the gap, raising the slip speed and preserving the gap due to compression.

The overall clearance value is strongly dependent on the pressure change in the

cylinder in real-time during the engine cycle. For the same case of pressure in an

environmental cylinder, the minimum gap value is the same. In the present pressure in the

cylinder, the immediate friction force is less sensitive and the error in the average friction

force is less than 15%.

V. Ezhilmaran et al. [7] studied the experimental and theoretical effects of the laser

pulsation texture in the piston ring in their work. The effect on the surface morphology of

piston ring recesses was studied in laser wavelengths 532 nm and 1064 nm. A 532 nm laser

wavelength was subsequently used to texture dimples with varying sizes and densities of

appearance and surface. The tribological characteristics of textured samples consisting of

dimples with a size, aspect ratio, and area density in the range from 40 to 130 μm, from 0.1

to 0.3 and from 5 to 38%, respectively, were measured experimentally using a

reciprocating tribometer. The results demonstrated that the minimal friction aspect ratio

differs according to the pit size. There was also found that an area density of 16% in all

dimple diameters, relative to other fractions, was low in friction. A decrease of 72 percent

reduction in the cylinder’s liner wear rate was examined with a textured ring of the

appropriate thickness compared to the examined sleeve with a non-textured ring. Using a

theoretical model based upon the Reynolds equivalent, the thickness of the lubricating film

between a textured surface and an untextured counter surface was calculated. An

experimental study was then compared with the results of the theoretical friction

coefficient thickness studies.

In the piston touch simulations of the piston ring cylinder liner, Sorin-Cristian

Vladescu et al.[8] performed an experimental study of the operation of the lubricant. The

aim was to understand and to enhance the performance of the vehicle engine, including the

effects of cavitation, hunger, and surface texture. A modified test set up was used to load a

portion of the piston ring with a laser-fused silica liner textured reciprocal movement. In

order to show the distribution of dyed oil a fluorescence microscope concentrates on a

contact silica sample. The tests were carried out using several geometric shapes of the

texture and orientation, under lubrication conditions with depletion and without

lubrication, when comparing measurement results against those of non-textured links.

From there studied, they can conclude that the corresponding choice surface texture pattern

14

can not only reduce the piston-cylinder liner friction, but also the consumption of car oil. It

must be written that the lubrication transport mechanisms described above should also as a

result of other types of depression, such as porous coatings (provided that they are smaller

than the contact area).

FIGURE 2.3: The layout of the reciprocating test rig.[8]

Nandakumar M. B et al.[9] has proposed the restoration of the laser surface texturing

piston skirt on the main stop side of an old engine compression restore. Textured piston

engine showed a 60% improvement in compression, restoration of engine performance,

and fuel efficiency. Increased compression showed secondary benefits with reduced HC

and CO emissions. The noise from the piston impact was reduced due to the remaining oil

film, which reduces engine noise by 8 decibels. Consumption of engine oil decreased

undoubtedly from 65 to 25 ml per liter.

In the distorted bore of a standardized column ring and with the conservation of a mass

cavitation algorithm, the two-dimensional Reynolds equation is resolved numerically by

Ali Usman and Cheol Woo Park [10]. The relationship of irregularities in mixed

lubrication, axial ring dynamics, variable ring stability, and practical motor oil rheology

shall be considered in the analyzes for the non-axisymmetric textured PRL interface

tribology. The findings indicate that optimized textures of surface enhance the PRL surface

tribology, whereas broad interface textures are harmful. In terms of its texture of the

surface, the transportation of oil into the ignition chamber remains limited.

N. Morris et al.[11] worked on an approved numerical model that was created for

surface analysis texturing in contact with the piston ring of the cylinder liner. The model

uses a two-dimensional Reynolds solution the equation as well as the inclusion of the

15

Greenwood and Tripp boundary friction model. The model is used to exploring the basic

lubrication mechanism of textured surfaces. Understanding surface texturing developed

during this study, it is possible to design and place textured patterns in a piston ring - a

cylinder liner contact. The results showed that friction reduction during surface texturing is

included in the analysis relative to on non-textured surfaces with the same estimated

surface topography. Surface textures produce micro hydrodynamic pressure disturbances

and also reduce the interaction of irregularities between adjacent surfaces due to reduced

contact area.

Haytam Kasem et al.[12] was studied that laser surface texturing is an interesting

opportunity to adapt the surfaces of materials and thus to improve the friction and wear

properties if suitable sizes of texture elements are selected. In this study works, stainless

steel surfaces were laser-textured by two different laser methods, i.e. direct laser

interference mapping using a nanosecond pulsed Nd: YAG laser and optionally ultrashort

pulsed femtosecond Ti: Sa. Then the textured surfaces were studied in terms of their

friction response in a specially designed linear piston lubrication test setup with fully

formulated 15W40 oil. The results show that dimples with a smaller diameter lead to a

significant reduction in the coefficient of friction compared with dimples of larger diameter

and surfaces with a grid surface pattern obtained by a direct laser interference pattern.

B. Podgornik and M. Sedlacek [13] were studied to explore the possibility of using

kurtosis and asymmetry as design parameters to select the optimal texture pattern for

contact surfaces operating under lubrication conditions. Results of this study performed on

a groove and recess with texture surfaces under light load and low sliding speed confirmed

the correlation between kurtosis and asymmetry parameters and friction coefficient. For

textured surfaces increased excess and more negative asymmetry obtained by reducing the

cavity it was found that size, increasing the depth of the cavity and reducing the density of

texture, gives lower friction. Besides, excess and asymmetry were recognized as suitable

parameters to optimize textured surfaces.

Y. Wakuri et al.[14] studied that the tribological phenomenon of sliding surfaces

between piston rings and cylinder liners maybe some of the most difficult in the interior

internal combustion engines and can become even more serious with increase engine

power. Friction between the piston rings and cylinder liners significantly contributes to the

loss of a mechanical power engine. Friction force calculations for a piston ring package

based on the theory of hydrodynamic lubrication. Oil starvation inside the piston ring

package is taken into account when calculating the oil film thickness. The friction

16

characteristics of the piston rings are evaluated with medium friction effective pressure.

Instant friction the piston unit in the engine is measured improved method of floating

liners, which supports the cylinder liner using hydrostatic bearings. Friction characteristics

made clear from analyses and experiments.

M. Priest and C.M. Taylor[15] has reviewed the revised current position regarding

tribological design and friction associated with tribological engine components, with

particular emphasis on surface topography and surface interaction considerations. Much

remains to be done in this important area, and important areas have been identified for

future attention. The nature of surfaces found in a piston assembly, valve system, and

journal bearings of an internal combustion engine and how mathematical models of engine

tribology try to cope with extreme. The complexity of the inclusion brings surface

topography potentially brings. Key areas for future research and design implications

highlighted.

Table 1.1: Summary of literature survey related to LST on piston rings for friction.

Author Year LST Result Variable Parameters

Aviram

Ronen et al.

2001 With spherical

dimples

30 % reduction in

friction.

Entire ring surface in

contact with the

cylinder liner was

textured.

A.Ronen et

al.

2001 Pores textured

“Piston ring”

and “Cylinder

liner” surfaces.

15% reduction in

friction.

Takes into account

inertial forces and the

effects of compression

of the film due to the

set of piston rings and

radial velocity

respectively.

G.Ryk and

I.Etsion

2005 Piston rings with

partial surface

texture.

Partial LST piston

rings exhibited

about 25% lower

friction.

With a range of

nominal contact

pressure from 0.1 to 0.3

MPa and within speed

limit from 500 to 1200

revolutions per minute.

17

Y. Kligerman

et al.

2005 Full LST ring 30% for narrow

rings to 55% for

wide rings.

The minimum average

friction force for partial

LST piston rings has

been observed to be

much less than the

optimum full LST ring.

G.Ryk et al. 2005 Only a portion

of the piston

ring width is

textured with

high dimple

density.

40% reduction in

friction.

Experiments were

carried out with full

LST piston rings in the

shape of a barrel and

not with conformal

cylindrical rings.

2.1.2 Laser surface texture on the cylinder liner

Staffan Johansson et al.[16] have been updated to further assess the difference in

friction among content/surface combinations in Volvo’s piston tribometer technology in

their experiment. In each experiment, several operational parameters can be estimated. The

components studied were piston rings working against the cylinder liner. Changes have

been investigated in experiments with friction, wear, and surface morphology. It was

shown that dynamic viscosity, acceleration, and interaction of contact pressure can be

studied in the experiment for the introduced DOE-based tribometer.

FIGURE 2.4: Overview of the reciprocating eccentric tribometer [16]

The findings suggest frictional variations, this can be explained by establishing

favorable contact conditions for the accumulation of an oil film to accumulate. The surface

ruggedness is also evident, irrespective of the material’s properties. Future work will

involve the analysis of related materials with different ruggedness values to understand

more the associations between friction and roughness of the surface. For materials

18

considered during this study [Gray Cast Iron], the surface ruggedness of mild wear is

apparent, this is exactly for the border and mixed lubrication regime regardless of the

material characteristics. To minimize friction, the entire portion of the surface amplitude is

used. However, the conclusions can be hard to draw about which characteristic of the

surface is most important for friction reduction because of the many surface roughness

parameters, which show a major association with rib.

Yuankai Zhou et al.[17] developed, the capacity to load the first compressed ring, and

the film's theoretical model was based on the conditions of the dynamic operation of the

Reynolds equation and the cylinder liner and piston ring diesel engine type CY6102. The

effect of textures parameters on the carrying capacity and film thickness is based on

theoretical models at various speeds that were investigated, and ranges of optimal texturing

parameters were found. The best text messaging method has been proposed for the cylinder

sleeve. This demonstrates that text messages in variable speed areas with variable sizes on

a cylinder liner can lead to greater transport efficiency with unusual parameters and film

thickness.

Texturing in various ranges of speed with variable parameters can create a film thicker

than with constant texturing. In the upper and lower dead center, the same findings suggest

that this is a good way to boost the effect of hydrodynamic lubrication.

Francisco J. Profito et al.[18] proposed a comparison between numerical simulations

and experiments to demonstrate mechanisms that can minimize surface friction in

automotive cylinder liners.

FIGURE 2.5: Experimental setup on Anton Paar high-temperature tribometer (THT)[18]

At this configuration, the textured elements move relative to the piston-sleeve

connection, and for the approach is to focus on the transient reaction of friction on

individual pockets as they pass, and then leave sliding contact. Experimental data obtained

using the pins-on-disk setup, in which the laser is textured pockets were applied to the

19

sample disc. It has been shown that suction absorption, irregularities fluid contact, and

displacement contribute to system response and their relative contribution may vary

depending on the operating mode. Consistency between experimental and model results,

both in terms of the reaction of transitional friction and the formation of cavitation in

pockets, very reassuring and shows that the proposed. The method is capable of capturing

key features that control microtextured contacts. Finally, it was also shown that the micro-

groove samples used in this study have little effect on total friction the answer in

hydrodynamic mode and that, again, the answer to the system in this mode also depends on

various parameters and operating conditions.

Eduardo Tomanik[19] compared the effects of the experiments and the response of

computational modelling, using a one-dimensional computer model to model the effect of

surface texture on the top and oil control rings of the engine cylinder bore. Steady-state,

piston tests, and engine conditions have been considered. To simulate the engine,

simulated conditions close to the top of the turn and in the middle of the course. Various

micro-dimple geometries were considered, as well as full and partial texturing. As the main

thus, micro-depressions on the bore and rings could generate significant hydrodynamic

support with the potential to reduce both frictions and wear. Particular benefits were

predicted when micro-dimples were on the flat surface of the oil control rings.

Zhi-Wei Guo et al.[20] examined that to reduce friction losses in marine diesel engines;

advanced surface textures have provided effective surface treatments. The mechanisms by

which textured patterns and the way texturing is useful remain unclear. To solve this

problem, this article investigates the tribological system of a cylinder liner with a piston

ring (CLPR). Two types of surface textures (Micro concave, Micro V-groove) are

processed on a sample cylinder using various processing methods. A comparative study of

the friction coefficients, texture features of the work surface, and the characteristics of the

oil film is carried out. The results show that the surface texture processing method affects

the performance of CLPR pairs under certain testing conditions. Also, the micro V-groove

is machined using a computer numerical control and precision machining (CNCPM) is

more favourable for improving wear characteristics at low load, while micro concave

treated with chemical etching (CE) is more favourable for improving wear characteristics

at high load. These data help to understand the effect of surface texture on the wear

resistance of CLPR.

Bifeng Yin et al.[21] was analyzed the effect of LST micro-dimples on the lubrication

and frictional properties of the CLPR. On the basis of the average Reynolds equation and

20

the contact equation for irregularities, we developed a new mixed lubrication model. The

model can take into account the effects of coupling between surface roughness, non-

texturing areas, and micro-dimples and the synergistic effect of multi-micro dimples. The

results show that the surface of a cylinder liner using LST can create an effective

hydrodynamic lubrication effect in most regions of the strokes, only near the dead points,

the friction pair is in a mixed state of lubrication, plays the role of contact the main role in

balancing the external load and the friction force of the bumps is obvious. The micro

dimple parameters have been optimized for a better lubrication effect with the following

optimized results: rp= 30–60 μm, Sp= 0.2–0.4, and e = 0.03–0.1.

Khagendra Tripathi et al.[22] was studied that the effectiveness of dimples on friction

and wear resistance, a cylinder of an internal combustion engine (ICE). Dimpled

specimens 150 μm and a dimple density of 13% showed the lowest coefficient of friction

among samples, while samples with a dimple pitch of 200 μm and a density of 7% are set

highest wear resistance. It was also concluded that a textured pattern with a higher Rka and

maximum negative R will reduce the friction coefficient and less wear. The lowest

coefficient of friction was achieved at load 15N within the observed range. The coefficient

of friction textured sample decreases with increasing normal load and the coefficient of

friction can be reduced with increasing sliding speed.

Yeau-Ren Jeng[23] was evaluated the tribological characteristics of plateaus and non-

plateaued surfaces on a tribometer with a pin on the disk. On the disks, a honing pattern of

the engine cylinder bore was modeled. These discs have the same average surface height

with or without a plateau. Friction, wear and scuffing resistance of plateau resistance or

non plateaued disks were evaluated. The results of the “pin on disk” tribometer show that

in the hydrodynamic lubrication mode the plateau has less friction. The author’s findings

also show that surface plateaus tend to have higher wear resistance but lower abrasion

resistance. This also confirms the generally accepted view that the plateau has a shorter

running-in wear period.

L.L.Ting and J.E.Mayer[24] presented in the previous document (Part I Theory), based

on the analytical method comparisons predicted wear curves along the major and minor

axial sides of the cylinder bore manufactured with volumetric sourced from several truck

engines for various vehicles run. An agreement was found to be good. This indicates an

analytical model developed Part I is relevant and suitable for predicting the severity of the

piston ring bore contact for changing engine operating conditions and lubrication. Hence

the need for various parameter changes can be detected so that the wear rate of the cylinder

21

bore can be declining. Wear data, however, it must be available to quantify “Wear”

forecasts. The model may ultimately be useful in optimizing the design engine

components. Since the method is general, it can also be applied to other reciprocating

piston devices such as a gas compressor, Rankine cycle engine or Stirling engine.

2.1.3 Laser surface texture on the face seal

Wan Yi and Xiong Dang-sheng[25] utilized a laser in their research work to produce

micropores on the T8 steel surface and structural characteristics and morphologies of

surface micropores have been observed. Under different loads and speeds, tribological tests

were performed with ring-on-disk testers. It is shown that because of the hydrodynamic

effect of micropores the overall PV value of the mechanical seal can be increased.

FIGURE 2.6: Ring-on-disc friction testing [25]

Laser microporous surface frictional characteristics were evaluated using ring-on-disk

tests corresponding to the contact surface of the mechanical seal at various loads and

speeds. The conclusions are that all surfaces have identical patterns of coefficients of

friction initially reduced and with load and speed increase slowly. The performance of the

microporous laser insulation seal will increase by a factor of 2.5 the maximum PV value

compared with the polished surface.

2.1.4 Laser surface texture effect on soft elastohydrodynamic lubrication

A.Shikarenko et al.[26] was developed a theoretical model to explore the potential use

for a soft elastic elastohydrodynamic laboratory (SEHL) of a laser surface text message in

the form of rounded micro-dimples. This model describes a smooth elastomeric and LST

rigid shared surface, which is progressing simultaneously in the presence of an oily

lubricant. Fluid film pressure distribution and elastomer's elastic distortion, together with

the Reynolds equation, solve and achieves an elastic equation for the elastomer.

The main problem parameters, that is the dimple’s aspect ratio and density of the area

will be defined in a comprehensive parametric analysis. The parametric test provides the

surface structure with the maximum dimensions and supposes that LST increases the

22

carrying capacity efficiently and decreases friction in the SEHL. It has been found that

textured a hard analog creates a bearing capacity that can be maximized by choosing the

recess region Sp’s preferred density and the dimple’s optimum aspect ratio. Total release

parameter lower friction. It was noted that a dimple radius does not affect the tribological

indicators of SEHL.

The best value of the density of the dimple region, Sp, is practically independent of all

other parameters of the problem and is about Sp = 0.3.

The optimal aspect ratio depends solely on the hardness index SEHL, E. When E changes

from 420 to 6 × 105, the optimum aspect ratio (Ɛ)opt varies from 0.1 to 0.02, respectively. A

further increase in E does not affect the optimal aspect ratio, which remains 0.02.

D. B. Hamilton et al.[27] described a fluid lubrication theory applicable to parallel

surfaces such as surfaces of the mechanical seal of a rotating shaft. Introduced a lubrication

mechanism based on surface micro regularities and associated film cavities. Closed-loop

analytics, the resulting solutions give the load capacity as a function of speed, viscosity,

and permeability of the surface sizes. The theoretical results agree qualitatively with load

capacity determined by empirically behind three roughness distributions.

Martin Duarte et al.[28] tested the tribological behavior and service life of lubricant

film improvements on textured material using this new texturing technique. The

mechanical reaction of structures under mixed lubrication conditions is also analyzed.

Several conclusions can be drawn from the results of this study: (1) Laser interference

metallurgy is powerful and fast face texturing method for the manufacture of several types

of periodic arrays with certain geometry on metal substrates. (2) These textured surfaces

can be used to improve the tribological behavior of the target material, especially when

lubrication starvation conditions. (3) Produced structures are strong and sustainable grease

film life, even with mixed grease conditions under which part of the periodic structure is

lost. (4) More experimental data on the dependence of life on the density and depth of the

structure are taken into account. Despite this, more integrated work between construction

geometry, density, depth, and lubrication lifetime of the film must be fulfilled.

I. Krupka et al.[29] studied, the behavior of microstructural surfaces is observed using

formulated lubricant containing polyalcylmethacrylate, improving viscosity index with

boundary film-forming properties. The results show that an increase in film thickness due

to the presence of viscous boundary films is formed within the entire contact, and these

boundary films minimize the local decrease in film thickness caused by microcracks, and

further increase efficiency surface texturing inside non-conformal contacts. From the

23

results obtained, suggested that the combined action of both the formation of the boundary

film and the texturing of the surface combines both contributions, which can help increase

tribological characteristics at different stages of machine parts by an increase in the

thickness of the lubricating film.

Chunxing Gu et al. [30] were studied surface texturing effect in different lubrication

regimes by theoretical analysis. In the adopted model of mixed lubrication, the mass

conservation JFO model has been linked to the statistical asperity contact model using the

concept of load balancing. Textured compound performance studied according to

simulated Stribek curves. According to Stribek curves, the following conclusions may be

received. When the connection is fully lubricated, for conformal contact it is established

that the presence of textures delays the appearance of mixed lubrication model and

boundary lubrication mode. This is a significant advantage for the greased friction pair. For

non-conformal contact, the texture effect is different in different lubrication modes. You

can find that application non-conformal texturing may cause a less positive or even

negative effect on the tribological performance. Surface texturing efficiency depends on

the degree of convergence. Besides, in lubrication due to lack of lubrication, the

connection is easily dependent on the starving degrees. The effect of reducing friction is

observed as unstable.

After discussing the effect of surface texturing on Stribek curves, texture depth, and

distance as texturing options were used to evaluate their impact percentage reduction in

friction. It seems that texturing options are mutually influential on tribological

performance. The determination of the optimal texturing parameters requires a balanced

design with many factors in mind including lubrication mode, lubrication rheology,

working surface texturing conditions, and parameters patterns.

Parul Mishra and P. Ramkumar[31] were paid little attention to studying the effect of a

textured surface on the formation of an additive film. The effect on tribochemical film

additives and their effects on tribological characteristics of the PRCL system are discussed

in the present study. Commercially available steel piston ring and grey cast iron cylinder

liner are used as samples for experiments using linear reciprocating tribometer. The

experiments are carried out at a load of 75N, a frequency of 0.1Hz, and a temperature of

80°C using a polyalphaolefin as base oil mixed with various additives. It has been

established that dimples interfere with the formation of tribochemical films. But the

hydrodynamic effect of dimples improves lubrication performance even with additives.

24

A. Shinkarenko et al.[32] were studied a nonlinear theoretical model for the laser

surface texturing of tribological characteristics with soft elastohydrodynamic lubrication.

Both the geometric and physical nonlinearities of the elastomer are considered using a

logarithmic deformation and constitutional law of Mooney-Rivlin respectively. The results

presented a non-linear model is compared with the previous linear in a wide range of

operating conditions. Found a simpler linear elasticity model predicts results that are only

slightly different from those predicted by more accurate non-linear. Consequently, the

linear elasticity model can be practically considered valid throughout a range of working

conditions.

Xijun Hua et al.[33] were investigated that the technology for combining solid

lubricant and laser surface texturing can significantly improve the tribological properties of

friction pairs. The plate sample was textured with a fiber laser and a composite lubricant of

polyimide (PI) and molybdenum disulfide (MoS2) powders were filled into microbubbles.

Sliding friction characteristics micron-sized composite lubricants and nano-scale

composite lubricants were investigated using a ring tribometer at room temperature to

room temperature 4000C. On the one hand, micron-sized composite greases show that

friction coefficient of textured surface filled with composite lubricant (TS) demonstrates

the lowest level and highest stability compared to a textured surface without solid

lubricant, smooth surface without lubrication, smooth surface polished with a layered

composite solid lubricant. The best dimple density range is 35–46%. Friction coefficients

sample surface filled with micron-composite solid lubricant with texture 35% density is

kept low (about 0.1) at temperatures ranging from RT up to 3000C. On the other hand, the

results of nano-scale composite lubricants show that these friction properties are better than

MoS2-PI micron sizes. Friction coefficients MoS2-PI-CNTs nano-sized composite solid

lubricant below than those of MoS2-PI composite lubricant at temperatures from RT to

4000C. Besides, possible mechanisms involving the synergistic effect of the surface texture

and solid lubricant are discussed in this paper.

Naresh Panchal et al.[34] studied related to engine tribology in an internal combustion

engine. Loss of friction makes up the bulk of about forty-nine percent of the energy

consumed in the engine. Lubricants are used to reduce friction and wear, as well as fuel

consumption, increase engine power output, reduce oil consumption, and reduce exhaust

emissions into the engine. From the analysis of a tribologist, this means an increase in

specific loads, speeds, and temperatures for the main components of engine friction,

namely: a piston assembly, a valve assembly, and thrust bearings, as well as low viscosity

25

motor oils with which they can be lubricated. They reviewed that the most important

parameter in an engine is lubrication, speed and load, and using various methods, such as

mixing engine oil, removing the compression ring, adding additives to the engine oil and

analyzing the assembly of the piston rings that can be obtained control over friction and

wear and the achievement of almost all goals.

Atul Shah et al.[35] made efforts to compare the characteristics of various lubricants

available on the market at various operating parameters on the developed I.C. multi-

cylinder engine test bench. The work set-up on a laboratory scale for measuring

temperature was carried out in a variety of experiments at different locations in an 800CC

multi-cylinder engine system. Experimental tests and observations are carried out in the

range from 600 to 3000 rpm, with specific normal lubricating oil.

Thus, engine performance may vary due to the use of different brands of lubrication oil.

This means that the engine's performance for the tribological parameter (temperature)

varies depending on various lubricants, which proves the importance of choosing the right

lubricant for a particular mechanism, and the potential of the tribological solution remains

to be used.

2.1.5 Laser surface textured under initial contact point lubrication

Andriy Kovalhenko et al.[36] tested and discussed the effect of laser point contact

configuration on tribological properties. The flat dimples were tribological tested on

friction machines using oil with varying viscosities using a disk-pin with a velocity range

of 0.015 to 0.75 m/s. Discs were tested with dimples of various depths and deeper. The

findings show that disc with a high-density yield greater wear because of friction in the

sample of the disk.

However, this high degree of wear created a transition for the rapid production of

contacts and mixed lubrication mode, which rapidly decrease the coefficient of friction

with the ball wear increased. In experiments, the rate of wear in low viscosity oils as

predicated to be higher. Research may be useful for optimizing LST technology for

industrial applications in friction units.

Pingl Lu et al.[37] evaluated the effect of anisotropic shape textures on the behavior of

sliding friction and sensitivity to sliding direction by an experimental study. Plate samples

were textured using triangular inclined dimples using ultra-fast laser surface texturing

technology. Reciprocating cylinder-on-plate tests were carried out with steel sliding pairs

using mineral base oil as a lubricant to compare the tribological characteristics of the

reference non-textured sample and dimpled samples. It was also found that the actual rate

26

of change in contact length is the main factor controlling the reaction of local friction. The

inclined bases of the textures produce the effective action of a converging wedge to create

hydrodynamic pressure and contribute to the general effects of directional friction.

Wen-Zhong Wang et al.[38] was explored the influence of a triangular dimple on the

tribological characteristics of smeared point contacts in various lubrication modes based on

a rotational sliding experiment with a steel disk pattern against smooth steel balls. Arrays

of dimples were produced by the laser method and are characterized by a three-

dimensional profilometer. Test series conducted with various dimple parameters, including

depth, coverage ratio, size, and direction. Streak-like curves were obtained to depict the

lubrication transition modes, and electrical contact resistance was used for quality

characteristics lubrication condition.

FIGURE 2.7: Tribological test rig [38]

Test results showed that dimples on arrays of different sizes, depth, and coating

coefficients had a distinct influence on friction behavior. Compared with non-textured

surfaces when the depth of the dimple decreased from 30 μm to zero with a fixed

coefficient of coating and size, the coefficient of friction first decreased, and then

increased. The friction coefficient finally approached the coefficient of non-textured

surface, during which the lowest value appeared at a dimple depth of approximately 10῀15

μm.

Coverage ratio textures showed a similar effect on the coefficient of friction. Usually

coating a ratio of approximately 10% resulted in the lowest coefficient of friction. Dimple

size and direction also had an obvious effect on the coefficient of friction. Thus, we can

conclude that there is a set of optimal values for the depth of the dimple, coverage ratio,

size, and direction for implementing friction reduction.

27

2.2 Conclusion from the literature review

The conclusion of the laser surface texture on various parts of the I.C. engine from an

extensive literature review is below.

1. Reduce friction up to 40%.

2. Lower fuel consumption up to 4%.

3. More friction reduction in full LST compares to partial LST.

4. Characteristics of the surface that is most important for the reduction of friction.

5. LST improves loading capacity and reducing friction.

6. The wear rate was higher in tests with lower viscosity oils.

2.3 Objectives of the present work

It evolves the very clearly from the above literature survey, there is a need and

potential to study the reduction in friction between piston-cylinder assembly by using

laser surface texturing piston ring in a petrol engine is primary research objective. The

secondary objective of the research is to investigate the reduction in friction power. In this

way, we can increase the power of the engine (output power or brake power), mechanical

efficiency and thermal efficiency, in light of this the following objectives are laid down in

the present research.

1. Identify and numerically quantify the parameters of laser surface texturing and

optimize them for better performance of the internal combustion engine.

2. To design and produce special texture piston rings in order to investigate its effect on

the performance of the internal combustion engine, also study its effect on the

emission.

3. Design, develop and operate the experimental set of multi-cylinder I.C. engine test rig,

equipped with all necessary measuring instruments in order to study the effect laser

surface texturing on the performance of the internal combustion engine.

4. Conduct sets of the experiment with a defined pattern of LST on piston ring with

controlled environment condition and experimentally analysis of the effect LST on

friction power with different type grade of lubrication oil.

5. To study, investigate, and compare the performance of the internal combustion engine

with and without laser surface texturing ring on the piston.

6. To carry out uncertainty analysis of measure quantities/parameters and their effect on

the final result.

28

CHAPTER-3

EXPERIMENTAL SETUP

This chapter describes details of the experiment setup specifications, the experimental

methodology used for different patterns of laser surface texturing piston rings using in

multi-cylinder Internal Combustion Engine. It also includes the regression analysis, the

uncertainty analysis, and the repeatability of the experiment, testing as per IS 10000.

3.1 Introduction

The experimental setup has been designed, developed, and operated on a laboratory

scale to measure various operating parameters like friction power, thermal efficiency, etc.

800CC multi-cylinder engine with all measurement facilities has been used in the present

work. Efforts are put to study the power consumption under, with laser surface texturing

piston ring set, without laser surface texturing piston ring set.

3.2 Experimental of test rig

The Maruti 800CC multi-cylinder internal combustion engine experimental customized

test rig is designed and fabricated for experimentation as a view in Fig. 3.1 to investigate

the impact of surface texture on column compression rings (Top ring and second ring). The

engine is coupled to a variable external electrical motor to measure power consumption.

The power consumption has been measured at various operating parameters, i.e. laser

textured piston ring, engine speed, lubricants, coolant effect at different places in the

piston-cylinder system (TDC, BDC).

The 800CC multi-cylinder internal combustion engine system consists of a crank

mechanism, a piston-cylinder head, and an engine lubrication system; without an engine

cooling system and gearbox. The crankshaft is connected to an induction motor to drive the

engine, as shown in Fig. 3.1 and Fig. 3.2. A variable frequency drive (VFD) is used to

change the speed of the AC motor and measure the power consumed by the engine at

different engine speeds. A tachometer is used to measure the rotational speed of the engine.

Tachometer displays the RPM in a digital number. RTD (Resistance Temperature

Detector/thermocouples) sensors are placed at different nine locations to measure engine

temperature as shown in Fig. 3.1. Sensors T1, T3, and T5 located at 18mm from the top

29

surface of the engine and sensors T2, T4, and T6 located at 18mm from the bottom surface

of the engine. Distance between T1-T2, T3-T4, and T5-T6 is 36mm. Fig. 3.1 presents a

schematic diagram of an experimental setup, equipped with the necessary measuring

instruments and Fig. 3.2 is the file photograph of the set up used in the present work. Laser

textured piston rings, engine speed, lubricants, and coolant exposure were measured under

different operating conditions at various points within the piston-cylinder system (TDC,

BDC).

3.3 Experimental set (Test rig) specification

3.3.1 Engine

A piston-cylinder head, engine lubrication system, and engine cooling system with a

crank mechanism 800CC multi-cylinder petrol engine without a gearbox.

TABLE 3.1: Engine specification

Specification content Description with value

Type 4 Stroke cycle water-cooled

Displacement 796 C.C.

Bore 68.5 mm

Stroke 72 mm

Compression ratio 8.7:1 mm

No. of cylinder 3

Max. output 37 BHP at 5000 rpm

Max torque 59 NM at 2500 rpm

PHOTOGRAPH 3.1: 3-Cylinder petrol engine

30

3.3.2 Variable frequency drive

PHOTOGRAPH 3.2: A.C. motor drive

TABLE 3.2: A.C. motor drive specifications (Variable frequency drive)


Model number Altivar ATV312HU40N4

Max. Applicable motor output: 4.0KW-5H.P

Rated output current (A) 13.9 Amp

Input power supply 3-phase 380-400V AC

Frequency(Hz) 50/60

3.3.3 A.C Motor

PHOTOGRAPH 3.3: A.C Motor

31

TABLE 3.3: A.C. Motor Specifications


Make Siemens

Mounting Foot cum flange mounted

Power 3.7KW, 5 HP

Frequency 50+/-5%Hz

Supply voltage 415=/-10% V AC (Delta connection)

Maximum ampere 7 Amp.

RPM 2880

Power factor 0.86

Standards IEC 60034-1, IS:325, IS:12615

Ambient temperature 50 Degree centigrade

Efficiency (%) 85.0

Protection IP 55

Duty S1

3.3.4 Digital tachometer

A digital tachometer is a type of tachometer, a meteorological instrument used to

measure the revolution of the shaft of the engine [speed].

PHOTOGRAPH 3.4: Digital tachometer

32

3.3.5 Temperature radiation pyrometer

Temperature Pyrometer is a device used for measuring the temperature of the bearing

inside the engine by using the principle of the radiation pyrometer.

Range:- (-) 10oC to 100

oC

PHOTOGRAPH 3.5: Temperature radiation pyrometer

3.3.6 Temperature sensor (Thermocouple)

PHOTOGRAPH 3.6: Temperature sensor (Thermocouple)

TABLE 3.4: Temperature sensor (Thermocouple) specifications:


Make Adinath controls private ltd.

Type RTD (Resistance Temperature Detector) sensor

Code PT 100 –STC

Size 68mm (With Thread Length), O.D.4.7mm -2 Mtr Teflon

(3 Core wire)

Connection ¼” BSP

Material Stainless steel

Range -200 to 850 Deg. centigrade

33

3.3.7 Clamp meter

The digital clamp meter is an electrical device used for measuring the all needy

measuring parameter of electrical-like current, voltage, resistance, etc.

PHOTOGRAPH 3.7: Clamp meter

3.3.8 Temperature indicating device

PHOTOGRAPH 3.8: Temperature indicating device

TABLE 3.5: Temperature indicating device specifications


Company OMRON Corporation Industrial Automation company, Tokyo, Japan

Model no. E5CWL

Size 48X48 mm

Depth beyond the front panel Only 60 mm.

Faster A sampling at 250 ms.

Control output Relay output: 250 VAC, 3 A

Voltage output (for driving SSR) 12 VDC, 21 mA

Sensor type TC: Thermocouple (K, J, T, R, or S)

P: Platinum resistance thermometer

(Pt100)

ak

34

3.3.9 Lubrication oil used for the experiment

TABLE 3.6: Properties of lubricants

Sr. No. Name of Lubricant Temperature(0C) Viscosity(cp)

01 Maruti genuine oil

[SAE20W40]

31.8 167.2

40,0 104.4

50.0 64.1

60.0 42.1

70.0 28.9

80.0 20.6

02 Castrol GTX oil

[SAE20W50]

31.8 220.0

40,0 122.2

50.0 74.4

60.0 49.3

70.0 33.7

80.0 24.0

3.4 Experimental methodology

The developed 3-cylinder in-line I.C.Engine set up has been equipped with different

speeds, lubricants, and ring geometry for a series of seven experiments. In this work, the

motorized engine friction test (strip method) is utilized. Experiments have been carried out

at 400 rpm with an increment of 200; the maximum is 3000 rpm.

Initially, the machine operates for at least 5-10 minutes to adequately stabilize and

lubricating oil properly enters the piston ring and cylindrical liner surface. When a stable

state is achieved, the real power consumption, rpm of the engine, and temperature at 8

different positions on the engine are noted with VFD, tachometer, and RTD (Resistance

Temperature Detector) sensors respectively. Then the frequency of the VFD is adjusted to

allow for the next collection of measurements. The motor speed varies by the frequency of

VFD without power switching off. Experiments were conducted in a controlled

environment for specific boundary conditions with the air conditioning room at 23°C as

per standard ambient temperature and pressure conditions (SATP). Increased and rising

motor speeds have been replicated in studies.

35

3.5 Parameters of LST

The following parameters are to be identified and made numerically quantified.

(Assumptions: The dimples are uniformly distributed)

FIGURE 3.1: Different locations of the textured zone

(a) Symmetrically in the center

(b) Symmetrically both ends

FIGURE 3.2: A geometrical model of a laser textured surface

(a) Dimple distribution

(b) Individual cell with a single dimple

Each dimple is modeled by an axis-symmetric spherical segment having a base

radius rp located in the center of an imaginary square cell of sides 2r1 x 2r1.

36

FIGURE 3.3: Piston ring, Cylinder Liner, and film thickness cross-section.

The following optimization parameters to be selected for the study.

Dimple diameter, 2rp = 15 µm

Dimple depth hp= 12 µm

Width of the textured portion of the piston ring, Bp = 0.9 mm

Area density of the dimples, Sp = 0.5

37

FIGURE 3.4: Drawing of LST Pattern on piston ring

Fig. 3.4 shows the AutoCAD drawing of a piston ring having a face width of 1.5mm.

In Fig. 3.4 (a) the central portion of the piston ring is partially textured with a dimple

diameter of 150μm uniformly having a dimple depth of 12μm. Center distance between

two dimples is 0.21mm while the end distance is 0.06mm. On each side of the central

line, there are two columns of dimples. Total 0.9mm width is covered with a textured

portion and 0.3mm is an untextured portion on both sides. Similarly, in Fig. 3.4(b) width

of 0.45mm symmetrical at both axial ends of the piston ring is textured and 0.6mm

middle portion is untextured. In Fig. 3.4(c) the entire width of the piston ring is to be

textured. Hence the total area density of the dimples is 50%.

3.6 Sets of experimentation

TABLE 3.7: Sets of experimentation

Sr. No. Sets of experiment Notation of

the set

1. Power consumption for operation in the initial state with

a normal piston ring of the engine taking it as a base data. A

2. Power consumption for operation in the initial state with B

38

both sides laser surface texturing piston ring with

SAE20W40 lubricating oil.

3.

Power consumption for operation in the initial state with

both sides laser surface texturing piston ring with


C

4.


center portion laser surface texturing piston ring with


D

5.


center portion laser surface texturing piston ring with


E

6.


full width laser surface texturing with SAE20W40

lubricating oil.

F

7.


full width laser surface texturing with SAE20W50

lubricating oil.

G

3.7 Experimental procedure

The test sequences for conducting the experiment work on multi-cylinder internal

combustion engine test rig are as follows.

[1] Study and final selection of the laser surface texturing piston ring set & lubricating oil.

[2] Modification & preparation of the engine for selected piston ring & lubricating oil.

[3] Prepare the foundation of the test rig.

[4] All electrical connections of the test rig, including VFDs and temperature sensors, were

prepared.

[5] Switch ON the power supply and set the frequency on the VFD to the required speed.

[6] Turn on the VFD and ensure the motor and engine is running.

[7] Initially, the system must operate for at least 5-10 minutes for the system to get

stabilized, and lubricating oil properly enters the piston ring and cylindrical liner

surface.

[8] When a stable state is achieved, it records the actual power consumed by the system,

the system speed, as well as the temperature at various nine locations of the engine.

39

[9] For the next measurement, change the frequency on VFD to change the speed of the

system. During the change, there is no need to switch off the power.

[10] To get stabilization of the system, it is to be operated for at least 5 minutes for getting

the next reading.

[11] Repeat the step no 9 & 10 to measure the power consumption for another turn of the

system.

[12] Then turn off the power supply & allow the system to rest condition.

[13] Now repeat the same procedure for the next measurement.

3.8 Experimental setup

FIGURE 3.5: Layout of the experimental setup

1. Electric motor

2. I. C. Engine

3. Electrical panel

4. Variable frequency drive

5. Temperature display device

6. Control panel

7. Electric wiring

8. Coupling

9. Base

40

3.9 Locations of nine temperature sensors

T1 = Temperature sensor at the top dead center for cylinder -1

T2 = Temperature sensor at the bottom dead center for cylinder -1

T3 = Temperature sensor at top dead center for cylinder -2


T5 = Temperature sensor at the top dead center for cylinder -3


T7 = Temperature sensor at the lubricating pan for lubricating oil

T8 = Temperature sensor for inner side bearing temperature

T9 = Temperature sensor for outer side bearing temperature

PHOTOGRAPH 3.9: Photograph of the multi-cylinder engine test rig

Maximum temperature rise at the middle of the stroke length due to friction between

piston rings and cylinder wall and increased piston velocity relative to either the TDC or

BDC. Two sensors are mounted in the middle of the upper half and the lower half of the

stroke length for each cylinder to cover both region of stroke length (Upper half & Lower

half) and to obtain a more precise temperature reading. Both sensors should not be

positioned in the middle of the stroke length.

41

PHOTOGRAPH 3.10: Variable frequency drive

PHOTOGRAPH 3.11: Assembly of electric motor and engine

42

PHOTOGRAPH 3.12: Location of the temperature sensor

PHOTOGRAPH 3.13: Internal electric wiring connection of VFD and temperature sensor

43

PHOTOGRAPH 3.14: Location of the oil temperature sensor

PHOTOGRAPH 3.15: Piston and piston ring assembly

44

PHOTOGRAPH 3.16: Un-textured piston ring

PHOTOGRAPH 3.17: Piston ring with laser surface texturing

45

PHOTOGRAPH 3.18: Temperature display and control panel

PHOTOGRAPH 3.19: Speed measuring by the digital tachometer

46

PHOTOGRAPH 3.20: Engine with 3 piston

PHOTOGRAPH 3.21: Different lubricating engine oil

47

PHOTOGRAPH 3.22: Removal of piston and piston ring

PHOTOGRAPH 3.23: Overhauling the engine

48

PHOTOGRAPH 3.24: Preparation of experiment test rig

LST in the middle portion of piston ring (Partial LST)

LST in both side portion of piston ring (Partial LST)

LST on a full-width portion of piston ring (full LST)

PHOTOGRAPH 3.25: Photos of actual piston rings with different types of patterns

49

3.10 Repeatability of experiment

To ensure the repeatability of the experiments, testing of the engine was done as per the

Indian standard (IS 10000 Part IV), which lays down the guidelines for declaring power,

efficiency, engine speed and specifies relevant correction factors which are required for

adjusting the observed reading to the standard reference condition, as specified in IS:10000

(Part II).

The standard reference conditions are:

Reference pressure Pr = 100 kPa

Reference temperature Tr = 3000K

Reference relative humidity = 0.6

Repeated tests were performed on increasing and decreasing order of engine speed and

no changes were noticed during reading.

3.11 Regression analysis

The experimental data correlated within the mathematical equation below.

Y= P1*X^n

+P2*X^(n-1)

+……..+Pn+1

This equation is 6 degree of the polynomial,

Here Degree of Polynomial n=6 coefficient (it is decided on user accuracy), X=Engine

speed, Y= Friction power

Value of P1=4.04x10-19

, P2= -3.99x10-15

, P3= 1.562x10-11

, P4=- 3.05x10-8,

P5=3.11x10-5

,

P6= -0.0145, P7=3.928,

The response surface regression method has been implemented for the Design of

Experiment.

The conclusion of the result is the experiment model reliable=97.93%, Speed is significant

because of the p-value of speed=0.0001

3.12 Uncertainty analysis

The uncertainty in measurement is estimated based on the procedure given by J P

Holman. The uncertainty in measurement is defined as

R is the result of which uncertainty is to be estimated. ωR is the uncertainty in the result.

Vi (i = 1 to n) are the variables of which R is a function.

Defining the uncertainty in percentage, the equation modifies to

22

2

2

2

1

1

....

n

n

Rv

R

v

R

v

R

%100....1

22

2

2

2

1

1

n

n

R

v

R

v

R

v

R

RR

50

The uncertainties in the measurement were estimated from the resolution of the

instrument or provided by the manufacturer.

The uncertainty in temperature measurement by thermocouple = +0.01ºC

The uncertainty in rpm measurement by tachometer = +1 rpm

The uncertainty in power measurement by VFD =+0.081%

The uncertainty in length measurement (Wire and thread) = +0.01m

The uncertainty in frequency measurement by VFD = +0.01HZ

3.13 Light tightness test

This test was performed to check the clearance between the piston ring and the cylinder

wall.

FIGURE 3.6: Light tightness test

As per IS/ISO code: 6621-1 (2007), as shown in Fig. 3.6 in this test Light impacted on

the piston ring and cylinder matching area. When we observed on the other side of the

cylinder no light can found so, This proves that, no clearance between the piston ring edge

and the cylinder wall.

51

CHAPTER-4

RESULTS AND DISCUSSION

4.1 Experimental observations

The experimental setup and procedure followed were discussed in the previous chapter.

Experimentally observed readings for power consumption, under different engine

speeds with normal piston ring and laser surface texturing piston ring are recorded.

As per literature review friction losses at the piston-cylinder assembly system are

maximum, which means power consumption with this piston-cylinder assembly system

will also be maximum in compression to the other friction generating system power

consumption. So this is important to understand the contribution of frictional power losses

by a piston ring at different speeds during normal and laser surface texturing piston ring,

the following results were obtained.

The power consumed by the engine was recorded with a normal piston ring and laser

surface texturing piston ring at a different speed.

The temperatures of the system at different nine locations are recorded.

4.2 Case-I: Both sides textured patterns of laser surface texturing (LST)

on piston rings

4.2.1 Effect of both sides LST on engine temperature with using SAE20W40

lubricating oil.

In case-1 part-I, graphs 4.1 to 4.6 are represented the effect of both side laser surface

textures of the piston rings on engine temperature with using SAE20W40 lubricating oil.

These graphs are indicated the comparison of engine speed (rpm) and temperature (0C)

at different six locations without LST (black circle line) and with LST piston ring (white

circle line).

52

Both sides LST with SAE20W40 lubricating oil

ENGINE SPEED [ RPM ]

0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T1

[ 0

C ]

35

40

45

50

55

60

65

70

WITHOUT LST

WITH LST

Graph 4.1: Effect of LST on engine temperature T1



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T2

[ 0

C ]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST


53



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

3 [

0C

]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T4

[ 0

C ]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


54



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

5 [

0C

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

6 [

0C

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


55

It is clearly shown in the graphs that the maximum temperature observed at 3000 rpm

(high speed) and minimum temperature observed at 400 rpm (low speed) in normal piston

rings as well as both sides laser surface texture piston rings at different six locations.

The results of these above graphs are analyzed and concluded that the effect of laser

surface texture from 400 engine rpm to 3000 engine rpm in the increment of 200 engine

rpm on TDC and BDC temperature for all cylinder show that temperature increases with

speed linearly.

It is seen that the top dead center temperature (T1) of cylinder-1 increments from 42.0°C

to 66.6°C as the speed of the engine increments from 400 rpm to 3000 rpm without LST

and in thus the relating regards for both side LST are 38.2°C and 64.8°C.

The bottom dead center temperature (T2) of cylinder-1 is marked to increases from

45.5°C to 87.0°C once engine speed rises from 400 rpm to 3000 rpm without LST and in

this manner, the relating regards for both side LST are 39.7°C and 83.0°C.

This is noticed that the cylinder-2 top dead center temperature (T3) increases from

46.1°C to 87.2°C as the speed of the engine up from 400 rpm to 3000 rpm without LST

and the relating esteem are 40.1°C and 82.7°C for both side LST.

This is shown that the cylinder-2 bottom dead center temperature (T4) rises from

47.0°C to 96.5°C, as the speed of the engine increases from 400 rpm to 3000 rpm without

LST and relating esteems are 41.1°C and 92.2°C for both sides LST.

The top dead center temperature (T5) of the cylinder-3 is recorded to rise from 44.8°C

to 88.8°C as the speed of the engine improves from 400 rpm to 3000 rpm without LST and

the comparing esteems for both side LST are 42.2°C and 86.8°C.

The bottom dead center temperature (T6) of the cylinder-3 is observed to increases from

44.5°C to 89.9°C as the speed of the engine accelerates from 400 rpm to 3000 rpm without

LST and the comparing esteems for both side LST are 39.4°C and 86.1°C.

4.2.2 Effect of both sides LST on lubricating oil temperature using SAE20W40

lubricating oil.

The graph 4.7 is indicated the effect of both sides portion laser surface textures of the

piston rings on the lubricating oil temperature T7 (0C) by comparing engine speed (rpm)

and lubricating oil temperature T7 (0C) with using SAE20W40 lubricating oil for the

without LST (black circle line) and with LST piston ring (white circle line).

56



0 500 1000 1500 2000 2500 3000 3500

LU

BR

ICA

TIN

G O

IL T

EM

P.

T7

[ 0

C ]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST

Graph 4.7: Effect of LST on lubricating oil temperature (T7)

The temperature of lubricating oil has been found to rise from 48.80C to 98.2

0C as the

speed of the engine rises from 400 engine rpm to 3000 engine rpm with no LST and the

relating esteems are 34.70C and 86.2

0C for both side laser surface texture.

It is likewise seen that for both side laser surface texture with a specific speed of the

engine of 400 engine revolution and 3000 engine rpm, lubricating oil temperature has

reported 28.89 % and 12.22 % respectively lower in comparison with without laser surface

texture. It tends to be reasoned that LST assists in diminishing the lubricating oil

temperature.

4.2.3 Effect of both sides LST on bearing temperature with using SAE20W40

lubricating oil

The below graph 4.8 depicts the effect of both sides portion laser surface textures of the

piston rings on the bearing temperature by comparing the relationship between engine

speed and inner side bearing temperature (T8) and graph 4.9 depicts the relationship

between engine speed and outer side bearing temperature (T9) with using SAE20W40

lubricating oil.

57



0 500 1000 1500 2000 2500 3000 3500

INN

ER

SID

E B

EA

RIN

G T

EM

P.

T8

[ 0

C ]

20

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST

Graph 4.8: Effect of LST on inner side bearing temperature (T8)



0 500 1000 1500 2000 2500 3000 3500

OU

TE

R S

IDE

BE

AR

ING

TE

MP

. T

9 [

0C

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST

Graph 4.9: Effect of LST on outer side bearing temperature (T9)

58

When the engine speed rises, both bearing temperature likewise rises straightly.

It is additionally analyzed that the inner side bearing temperature rises from 38.4°C to

95.2°C as the speed of the engine rises from 400 rpm to 3000 rpm with no LST and the

relating esteems are 30.9°C and 89.5°C with LST.

The temperature of the outer side bearing rises from 44.8°C to 97.4°C as the speed of

the engine rises between 400 rpm and 3000 rpm with no LST and the comparing esteems

are 36.1°C and 90.6°C with LST.

In both cases, it has been found if the average inner and outer side bearing temperature

is decreased by using both sides portion LST piston rings. Because of the decrease in the

temperature of the inner and outside side bearing, a frictional loss has also been reduced.

4.2.4 Effect of both sides LST on friction power with using SAE20W40 lubricating oil


piston rings on the friction power by the comparison of engine speed (rpm) and friction

power consumption (KW) with using SAE20W40 lubricating oil for without LST (black

circle line) and with LST piston ring (white circle line).



0 500 1000 1500 2000 2500 3000 3500FR

ICT

ION

PO

WE

R C

ON

SU

MP

TIO

N [

KW

]

0

1

2

3

4

5

WITHOUT LST

WITH LST

Graph 4.10: Effect of LST on frictional power consumption

Conclusion

The friction power consumption increases with engine speed linearly.

59

Minimum friction power consumption at 400 engine speed (low speed) and maximum

friction power consumption at 3000 engine speed (high speed) in the two cases.

It is also determined that the power consumption for friction, increments from 0.60KW

to 4.30KW as the speed of the engine increments from 400 revolutions of the engine to

3000 revolutions of the engine with no LST and the relating esteem of both side laser

surface textures are 0.58KW and 4.11KW.

The friction power consumption with a normal piston ring is greater compare to both

side laser surface texture piston ring at all observed engine speed.

The average percentage reduction in power consumption is 9.36% using both sides

Laser surface texturing piston rings with and SAE20W40 lubricating oil.

4.2.5 Effect of both sides LST on engine temperature with using SAE20W50

lubricating oil

In case-1 part-II, graphs 4.11 to 4.16 are represented the effect of both sides portion

laser surface textures of the piston rings on engine temperature with using SAE20W50

lubricating oil.



circle line).



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

1 [

OC

]

35

40

45

50

55

60

65

70

WITHOUT LST

WITH LST


60



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

2 [

OC

]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

3 [

OC

]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST


61



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

4 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

5 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


62



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

6 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


It is clearly shown in the graph that the maximum temperature observed at 3000 rpm


rings as well as both side laser surface texture piston rings at different six locations.




speed linearly.



and in thus the relating regards for both side LST are 37.0°C and 63.0°C.



this manner, the relating regards for both side LST are 38.6°C and 83.1°C.



and the relating esteem are 38.0°C and 81.3°C for both side LST.

63



LST and relating esteems are 40.4°C and 91.5°C for both sides LST.



the comparing esteems for both side LST are 38.7°C and 84.3°C.



LST and the comparing esteems for both side LST are 39.8°C and 86.3°C.

4.2.6 Effect of both sides LST on lubricating oil temperature with using SAE20W50

lubricating oil


piston rings on the lubricating oil temperature by the comparison of engine speed (rpm)

and lubricating oil temperature T7 (0C) with using SAE20W50 lubricating oil for without

LST (black circle line) and with LST piston ring (white circle line).



0 500 1000 1500 2000 2500 3000 3500

LU

BR

ICA

TIN

G O

IL T

EM

P. T

7 [

OC

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST



0C as the


comparing esteems of both sides laser surface texture are 36.70C and 88.6

0C.

64

It is also seen that for both side laser surface textures with a specific speed of the engine

of 400 engine revolution and 3000 engine rpm, lubricating oil temperature has reported

24.79 % and 9.77 % respectively lower in comparison with without laser surface texture. It

tends to be presumed that LST assists with lessening the lubricating oil temperature.

4.2.7 Effect of both sides LST on bearing temperature with using SAE20W50

lubricating oil

The below graph 4.18 depicts the effect of both sides portion laser surface textures of

the piston rings on the bearing temperature by the relationship between engine speed and

inner side bearing temperature (T8) and graph 4.19 depicts the relationship between engine

speed and outer side bearing temperature (T9) with using SAE20W50 lubricating oil.



0 500 1000 1500 2000 2500 3000 3500

INN

ER

SID

E B

EA

RIN

G T

EM

P. T

8 [

OC

]

20

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


65



0 500 1000 1500 2000 2500 3000 3500

OU

TE

R S

IDE

BE

AR

ING

TE

MP

. T

9 [

OC

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


When the engine speed increases, both bearing temperatures also rise directly.

It is also found that the inner side bearing temperature rises from 38.4°C to 95.2°C as

the speed of the engine rises from 400 rpm to 3000 rpm with no LST and the comparing

esteems are 30.2°C and 89.3°C with LST.

The temperature of the outer side bearing is increased between 44.8°C and 97.4°C as

the speed of the engine increases between 400 rpm and 3000 rpm with no LST and the


In both cases, it has been found that by using LST piston rings, the average inner and

outer side bearing temperature of the bearing is reduced. Owing to the decrease in the

temperature of the inner and outer side bearing, a frictional loss has also been reduced.

4.2.8 Effect of both sides LST on friction power with using SAE20W50 lubricating oil

The graph 4.20 is indicated the effect of both sides portion LST of the piston rings on

the friction power by the comparison of engine speed (rpm) and friction power

consumption (KW) with using SAE20W50 for without LST (black circle line) and with

LST piston ring (white circle line).

66



0 500 1000 1500 2000 2500 3000 3500

FR

ICT

ION

PO

WE

R C

ON

SU

MP

TIO

N [

KW

]

0

1

2

3

4

5

WITHOUT LST

WITH LST


Conclusion

The following major observations are derived from the plotted graph 4.20.

The friction power consumption increases with engine speed linearly. Minimum friction

power consumption at 400 engine speed (low speed) and maximum friction power

consumption at 3000 engine speed (high speed) in both cases.

It is also noted that the power consumption for friction, increments from 0.60KW to

4.30KW as the speed of the engine increments from 400 revolutions of the engine to 3000

revolutions of the engine with no LST and the relating esteem for both side laser surface

textures are 0.58KW and 4.10KW.

The friction power consumption with a normal piston ring is greater compare to both

side laser surface texture piston ring at all observed engine speed.

The average power consumption reduction is 10.71% on both sides of laser surface

textured piston rings and SAE20W50 lubricating oil.

67

4.3 Case-II: Center (Middle) portion textured patterns of laser surface

texturing (LST) on piston rings

4.3.1 Effect of center (middle) LST on engine temperature with using SAE20W40

lubricating oil

In case-II part-I, graphs 4.21 to 4.26 are represented the effect of center (middle) portion

textured with laser surface texture of the piston rings on engine temperature with using




circle line).

Center LST with SAE20W40 lubricating oil


0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T1

[ 0

C ]

35

40

45

50

55

60

65

70

WITHOUT LST

WITH LST


68



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T2

[ 0

C ]

40

50

60

70

80

90

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

3 [

0C

]

40

50

60

70

80

90

WITHOUT LST

WITH LST


69



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T4

[ 0

C ]

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

5 [

0C

]

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


70



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

6 [

0C

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




rings as well as center portion laser surface texture piston rings at different six locations.




speed linearly.



and in thus the relating regards for the center portion of the LST are 40.4°C and 66.0°C.



this manner, the relating regards for the center portion of the LST are 42.6°C and 85.6°C.



and the relating esteem are 44.6°C and 86.6°C for the center portion of the LST.

71



LST and relating esteems are 43.1°C and 94.6°C for the center portion of the LST.



the comparing esteems for the center portion of the LST are 43.0°C and 87.7°C.



LST and the comparing esteems for the center portion of the LST are 40.0°C and 87.6°C.

4.3.2 Effect of center (middle) LST on lubricating oil temperature using SAE20W40

lubricating oil

The graph 4.27 is indicated the effect of center (middle) portion textured with laser

surface texture of the piston rings on lubricating oil temperature by the comparison of

engine speed (rpm) and lubricating oil temperature T7 (0C) with using SAE20W40

lubricating oil for without LST (black circle line) and with LST piston ring (white circle

line).



0 500 1000 1500 2000 2500 3000 3500

LU

BR

ICA

TIN

G O

IL T

EM

P.

T7

[ 0

C ]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


72


0C as the



0C for the center (middle) portion texture with laser

surface texture. It is also seen that for the center (middle) portion texture with laser surface

texture at a specific engine speed of 400 engine rpm and 3000 engine rpm, lubricating oil

temperature has reported 28.89% and 12.22 % respectively lower in comparison with

without laser surface texture. It is often inferred that LST assists to lessen the lubricating

oil temperature.

4.3.3 Effect of center (middle) LST on bearing temperature using SAE20W40

lubricating oil

The below graph 4.28 depicts the effect of center (middle) portion textured with laser

surface texture of the piston rings on the bearing temperature by the relationship between

engine speed and inner side bearing temperature (T8) and graph 4.29 depicts the

relationship between engine speed and outer side bearing temperature (T9) with using




circle line).



0 500 1000 1500 2000 2500 3000 3500

INN

ER

SID

E B

EA

RIN

G T

EM

P.

T8

[ 0

C ]

20

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


73



0 500 1000 1500 2000 2500 3000 3500

OU

TE

R S

IDE

BE

AR

ING

TE

MP

. T

9 [

0C

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


When the engine speed increases, both bearing temperatures also rise directly.


the speed of the engine rises from 400 rpm to 3000 rpm with no LST and the relating

esteems values are 32.6°C and 91.6°C with LST.

The temperature of the outer side bearing rises between 44.8°C and 97.4°C as the speed

of the engine rises between 400 rpm and 3000 rpm with no LST and the relating esteems



of the bearing is decreased by using LST piston rings. Owing to the decrease in the

temperature of the inner and outer side bearing, a frictional has loss also been reduced.

4.3.4 Effect of center (middle) LST on friction power with using SAE20W40

lubricating oil


surface texture of the piston rings on the friction power by the comparison of engine speed

(rpm) and friction power consumption (KW) with using SAE20W40 for without LST

(black circle line) and with LST piston ring (white circle line).

74



0 500 1000 1500 2000 2500 3000 3500FR

ICT

ION

PO

WE

R C

ON

SU

MP

TIO

N [

KW

]

0

1

2

3

4

5

WITHOUT LST

WITH LST


Conclusion







revolutions of the engine with no LST and the relating esteem of center portion laser


The friction power consumption with a normal piston ring is greater compare to center

(middle) portion texture with laser surface texture piston ring at all observed engine speed.

The average percentage reduction in power consumption is 15.43% using center

(middle) portion laser surface texturing piston rings with and SAE20W40 lubricating oil.

4.3.5 Effect of center (middle) LST on engine temperature with using SAE20W50

lubricating oil

In case-II part-II, graphs 4.31 to 4.36 are represented the effect of center (middle)

portion textured with laser surface texture on engine temperature with using SAE20W50

lubricating oil.

75



circle line).



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

1 [

OC

]

35

40

45

50

55

60

65

70

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

2 [

OC

]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST


76



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

3 [

OC

]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

4 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


77



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

5 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

6 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


78



rings as well as center portion laser surface texture piston rings at different six locations.




speed linearly.



and in thus the relating regards for the center portion of the LST are 37.8°C and 64.0°C.



this manner, the relating regards for the center portion of the LST are 41.9°C and 84.7°C.



and the relating esteem are 39.6°C and 82.1°C for the center portion of the LST.



LST and relating esteems are 42.6°C and 93.8°C for the center portion of the LST.



the comparing esteems for the center portion of the LST are 38.9°C and 84.6°C.



LST and the comparing esteems for the center portion of the LST are 40.6°C and 87.6°C.

4.3.6 Effect of center (middle) LST on lubricating oil temperature with using

SAE20W50 lubricating oil


surface texture of the piston rings on the lubricating oil by the comparison of engine speed

(rpm) and lubricating oil temperature T7 (0C) for without LST (black circle line) and with

LST piston ring (white circle line) with using SAE20W50 lubricating oil.

79



0 500 1000 1500 2000 2500 3000 3500

LU

BR

ICA

TIN

G O

IL T

EM

P. T

7 [

OC

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


The temperature of the lubricating oil has been found to rise from 48.80C to 98.2

0C as

the speed of the engine rises from 400 engine rpm to 3000 engine rpm with no LST and the


0C for the center (middle) portion texture of the laser

surface texture. It is also seen that for the center (middle) portion texture with laser surface

texture at a specific engine speed of 400 engine rpm and 3000 engine rpm, lubricating oil

temperature has reported 21.52% and 07.54 % respectively lower in comparison with

without laser surface texture. It is often inferred that LST assists to lessen the temperature

of the lubricating oil.

4.3.7 Effect of center (middle) LST on bearing temperature using SAE20W50

lubricating oil

The below graph 4.38 depicts the effect of center (middle) portion textured with laser

surface texture of the piston rings on bearing temperature by the relationship between

engine speed and inner side bearing temperature (T8) and graph 4.39 depicts the

relationship between engine speed and outer side bearing temperature (T9) with using


80



0 500 1000 1500 2000 2500 3000 3500

INN

ER

SID

E B

EA

RIN

G T

EM

P. T

8 [

OC

]

20

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

OU

TE

R S

IDE

BE

AR

ING

TE

MP

. T

9 [

OC

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


81

When the engine speed rises, both bearing temperatures also rises straightly.




The temperature of the outer side bearing rises between 44.8°C and 97.4°C as the speed

of the engine rises between 400 rpm and 3000 rpm with no LST and the relating esteems



of the bearing is decreased by using center portion LST piston rings. Owing to the

reduction of the outside bearing temperature also reduces the frictional loss.

4.3.8 Effect of center (middle) LST on friction power with using SAE20W50

lubricating oil


surface texture of the piston rings on by the comparison of engine speed (rpm) and friction

power consumption (KW) with using SAE20W50 for without LST (black circle line) and

with LST piston ring (white circle line).



0 500 1000 1500 2000 2500 3000 3500

FR

ICT

ION

PO

WE

R C

ON

SU

MP

TIO

N [

KW

]

0

1

2

3

4

5

WITHOUT LST

WITH LST


82

Conclusion







revolutions of the engine with no LST and the associated esteem with center portion laser


The friction power consumption with a normal piston ring is greater compare to center

(middle) portion texture with laser surface texture piston ring at all observed engine speed.

The average percentage reduction in power consumption is 19.57% using center

(middle) portion Laser surface texturing piston rings with and SAE20W50 lubricating oil.

83

4.4 Case-III: Full-width textured patterns of laser surface texturing

(LST) on piston rings

4.4.1 Effect of full-width LST on engine temperature with using SAE20W40

lubricating oil

In case-III part-I, graphs 4.41 to 4.46 are represented the effect of full-width textured

with laser surface texture on engine temperature with using SAE20W40 lubricating oil.



circle line).

Full width LST with SAE20W40 lubricating oil


0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T1

[ 0

C ]

35

40

45

50

55

60

65

70

WITHOUT LST

WITH LST


84



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T2

[ 0

C ]

40

50

60

70

80

90

WITHOUT LST

WITH LST


Full width LST SAE20W40 lubricating oil


0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

3

[ 0

C ]

40

50

60

70

80

90

WITHOUT LST

WITH LST


85



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E

T4

[ 0

C ]

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

5 [

0C

]

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


86



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

6 [

0C

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




rings as well as full-width laser surface texture piston rings at different six locations.




speed linearly.



and in thus the relating regards for full-width LST are 40.6°C and 66.5°C.



this manner, the relating regards for full-width LST are 43.0°C and 86.3°C.



and the relating esteem are 44.7°C and 86.9°C for full-width LST.

87



LST and relating esteems are 43.7°C and 95.4°C for full-width LST.



the comparing esteems for full-width LST are 43.2°C and 88.3°C.



LST and the comparing esteems for full-width LST are 40.9°C and 88.9°C.

4.4.2 Effect of full-width LST on lubricating oil temperature with using SAE20W40

lubricating oil

The graph 4.47 is indicated the effect of full-width textured with laser surface texture on

lubricating oil temperature by the comparison of engine speed (rpm) and lubricating oil

temperature T7(0C) for without LST (black circle line) and with LST piston ring (white

circle line) with using SAE20W40 lubricating oil.



0 500 1000 1500 2000 2500 3000 3500

LU

BR

ICA

TIN

G O

IL T

EM

P.

T7

[ 0

C ]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


The temperature of the lubricating oil has been found to rise from 48.80C to 98.2

0C as

the speed of the engine rises from 400 engine rpm to 3000 engine rpm with no LST and the

88


0C for full-width laser surface texture. It is also seen

that for full-width laser surface texture with a specific speed of the engine of 400 engine

revolution and 3000 engine rpm, lubricating oil temperature has reported 18.65% and

06.31% respectively lower in comparison with without laser surface texture. It is often

inferred that LST assists to lessen the temperature of the lubricating oil.

4.4.3 Effect of full-width LST on bearing temperature with using SAE20W40

lubricating oil

The below graph 4.48 depicts the effect of full-width textured with laser surface texture

on bearing temperature by the relationship between engine speed and inner side bearing

temperature (T8) and graph 4.49 depicts the relationship between engine speed and outer

side bearing temperature (T9) with using SAE20W40 lubricating oil.



0 500 1000 1500 2000 2500 3000 3500

INN

ER

SID

E B

EA

RIN

G T

EM

P.

T8

[ 0

C ]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


89



0 500 1000 1500 2000 2500 3000 3500

OU

TE

R S

IDE

BE

AR

ING

TE

MP

. T

9 [

0C

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


When the engine speed rises, both bearing temperature also rises directly.





the speed of the engine rises between 400 rpm to 3000 rpm with no LST and the relating


In both cases, it has been found if the overall bearing inner and outer side bearing

temperature is decreased by using full-width LST piston rings. Owing to the decrease in

the temperature of the inner and outer side bearing, a frictional loss has also been reduced.

4.4.4 Effect of full-width LST on friction power with using SAE20W40 lubricating oil





90



0 500 1000 1500 2000 2500 3000 3500FR

ICT

ION

PO

WE

R C

ON

SU

MP

TIO

N [

KW

]

0

1

2

3

4

5

WITHOUT LST

WITH LST


Conclusion







revolutions of the engine with no LST and the relating esteem with full-width laser surface


The friction power consumption with a normal piston ring is greater compare to the full-

width laser surface texture piston ring at all observed engine speed.

The average percentage reduction in power consumption is 26.07% using full-width laser

surface texturing piston rings with and SAE20W40 lubricating oil.

91

4.4.5 Effect of full-width LST on engine temperature with using SAE20W50

lubricating oil

In case-III part-II, graphs 4.51 to 4.56 are represented the effect of full-width textured

with laser surface texture on engine temperature with using SAE20W50 lubricating oil.



circle line).



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

1 [

OC

]

35

40

45

50

55

60

65

70

WITHOUT LST

WITH LST


92



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

2 [

OC

]

40

50

60

70

80

90

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

3 [

OC

]

30

40

50

60

70

80

90

WITHOUT LST

WITH LST


93



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

4 [

OC

]

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

5 [

OC

]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


94



0 500 1000 1500 2000 2500 3000 3500

TE

MP

ER

AT

UR

E T

6

[ O

C ]

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST




rings as well as full-width laser surface texture piston rings at different six locations.




speed linearly.



and in thus the relating regards for full-width LST are 38.1°C and 64.6°C.



this manner, the relating regards for full-width LST are 42.4°C and 86.2°C.



and the relating esteem are 40.7°C and 83.5°C for full-width LST.

95



LST and relating esteems are 43.1°C and 94.9°C for full-width LST.



the comparing esteems for full-width LST are 41.2°C and 87.2°C.



LST and the comparing esteems for full-width LST are 40.9°C and 89.0°C.

4.4.6 Effect of full-width LST on lubricating oil temperature with using SAE20W50

lubricating oil


the lubricating oil temperature by the comparison of engine speed (rpm) and lubricating oil

temperature T7(0C) for without LST (black circle line) and with LST piston ring (white

circle line) with using SAE20W50 lubricating oil.



0 500 1000 1500 2000 2500 3000 3500

LU

BR

ICA

TIN

G O

IL T

EM

P. T

7 [

OC

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


96


0C as the



0C for full-width laser surface texture.

It is also seen that for full-width laser surface texture with a specific speed of the

engine of 400 engine revolution and 3000 engine rpm, lubricating oil temperature has

reported 18.65% and 05.70% respectively lower in comparison with without laser surface

texture. It tends to presumed that LST assists to lessen the temperature of the lubricating

oil.

4.4.7 Effect of full-width LST on bearing temperature with using SAE20W50

lubricating oil

The below graph 4.58 depicts the effect of full-width textured with laser surface texture

on bearing temperature by the relationship between engine speed and inner side bearing

temperature (T8) and graph 4.59 depicts the relationship between engine speed and outer

side bearing temperature (T9) with using SAE20W50 lubricating oil.



0 500 1000 1500 2000 2500 3000 3500

INN

ER

SID

E B

EA

RIN

G T

EM

P. T

8 [

OC

]

20

30

40

50

60

70

80

90

100

WITHOUT LST

WITH LST


97



0 500 1000 1500 2000 2500 3000 3500

OU

TE

R S

IDE

BE

AR

ING

TE

MP

. T

9 [

OC

]

30

40

50

60

70

80

90

100

110

WITHOUT LST

WITH LST


When the engine speed increases, both bearing temperature also rises directly.





the speed of the engine increases between 400 rpm and 3000 rpm with no LST and the


In both cases, it has been found if the average inner side and outer side bearing

temperature is decreased by using full LST piston rings. Owing to the decrease in the

temperature of the inner and outer side bearing, a frictional loss has also been reduced.

98

4.4.8 Effect of full-width LST on friction power with using SAE20W50 lubricating oil







0 500 1000 1500 2000 2500 3000 3500

FR

ICT

ION

PO

WE

R C

ON

SU

MP

TIO

N [

KW

]

0

1

2

3

4

5

WITHOUT LST

WITH LST


Conclusion







revolutions of the engine with no LST and the relating esteem with full-width laser surface


The friction power consumption with a normal piston ring is greater compare to the full-

width laser surface texture piston ring at all observed engine speed.

The average percentage reduction in power consumption is 29.21% using full-width

Laser surface texturing piston rings with and SAE20W50 lubricating oil.

99

4.5 Effect of different LST texture

4.5.1 Effect of different LST patterns at different temperature locations for various

engine speeds

These groups of bar graph 4.61 to 4.74 depict the comparison effect of three different

patterns of LST with two different lubricating oil (SAE20W40 and SAE20W50) at a

different location (T1 to T9) for the various speed of the engine is between 400 (lower

speed) and 3000 rpm (higher speed) with an increment of 200 rpm.

It is observed that there is a significantly lower temperature compared to the normal

piston ring for all temperature locations at all speeds for all patterns of LST.

Graph 4.61: Effect of different LST @400 rpm

100



101



102



103



104



105



106


It is also noticed that the temperature of TDC is lower compare to BDC for three-

cylinder at all speeds with two variations of lubricating oil. Also, Inner bearing

temperature lower compare to Outer bearing temperature.

As observed from a group of bar graphs the temperature for cylinder-2 BDC (T4) is

more and temperature for cylinder-1 TDC (T1) is fewer at all engine speed for without and

with laser surface texture pattern.

It is critically observed that in the bunch of graphs at particular temperature locations

(T1 to T6) temperature with full-width LST with SAE20W50 lubricating oil is lower

compare to other.

It is observed for temperature T1 to T6 that the minimum temperature recorded 37.0°C at

400 rpm for full-width LST with SAE20W50 lubricating oil and maximum temperature

recorded 95.4°C at 3000 rpm for full-width LST with SAE20W40 lubricating oil.

For lubricating oil temperature, T7 minimum temperature noticed at 34.7°C at 400 rpm

for full-width LST with SAE20W40 lubricating oil and maximum temperature noticed

98.2°C at 3000 rpm for outer side bearing temperature with normal piston ring.

It is also observed for bearing temperature T8 and T9 that the minimum temperature

recorded 30.2°C at 400 rpm for inner side bearing temperature with SAE20W50

lubricating oil and maximum temperature recorded 97.4°C at 3000 rpm for outer side

bearing temperature with normal piston ring.

107

4.6 Effect of same LST at different temperature and engine speed for

different lubricating oil

4.6.1 Both side LST with SAE20W40 and SAE20W50 lubricating oil

This group of bar graphs 4.75 to 4.83 shows the comparison effect of both side LST at

different nine temperatures (T1 to T9) and the speed of the engine is between 400 (lower

speed) and 3000 rpm (higher speed) for two different lubricating oil (SAE20W40 and

SAE20W50).

Graph 4.75: Effect of same LST on temperature T1

108



109


Graph 4.79 Effect of same LST on temperature T5

110


Graph 4.81: Effect of same LST on lubrication oil temperature T7

111

Graph 4.82: Effect of same LST on inner side bearing temperature T8

Graph 4.83: Effect of same LST on outer side bearing temperature T9

It is further observed that the gradual increases in temperature at all temperature

location for all engine speed with both types of lubricating oil.

The temperatures without the LST piston ring are greater at all temperature locations for

all engine speed with both types of lubricating oil for both side types of LST.

112

The temperature for SAE20W40 lubricating oil is higher than the temperature for

SAE20W50 lubricating oil for all conditions due to its lower viscosity at all temperatures.

It is observed from graph 4.75 to 4.80 for the temperature (T1 and T6) is that the

minimum temperature recorded 37.0°C cylinder-1 TDC (T1) at 400 rpm with SAE20W50

lubricating oil and maximum temperature recorded 96.5°C cylinder-2 BDC (T4) at 3000

rpm with normal piston ring.

From graph 4.81 for lubricating oil temperature, T7 minimum temperature noticed at

34.7°C at 400 rpm for both side LST with SAE20W40 lubricating oil and maximum

temperature noticed 98.2°C at 3000 rpm for outer side bearing temperature with normal

piston ring.

It is observed from graph 4.82 and 4.83 for the bearing temperature (T8 and T9) is that

the minimum temperature recorded 30.2°C at 400 rpm for inner side bearing temperature

with SAE20W50 lubricating oil and maximum temperature recorded 97.4°C at 3000 rpm

for outer side bearing temperature with normal piston ring.

4.6.2 Center portion LST with SAE20W40 and SAE20W50 lubricating oil

This group of bar graph 4.84 to 4.92 shows the comparison effect of center (middle)

portion LST at different nine temperatures (T1 to T9) and the speed of the engine is

between 400 (lower speed) and 3000 rpm (higher speed) for two different lubricating oil

(SAE20W40 and SAE20W50).


113



114



115



116






all engine speed with both types of lubricating oil for center (middle) portion LST.

117






rpm with normal piston ring.


38.3°C at 400 rpm for the center (middle) portion LST with SAE20W50 lubricating oil and

maximum temperature noticed 98.2°C at 3000 rpm for outer side bearing temperature with

normal piston ring.





4.6.3 Full-width LST with SAE20W40 and SAE20W50 lubricating oil

This group of bar graphs 4.93 to 4.101 shows the comparison effect of full-width LST at

different nine temperatures (T1 to T9) and the speed of the engine is between 400 (lower

speed) and 3000 rpm (higher speed) for two different lubricating oil (SAE20W40 and

SAE20W50).


118



119



120



121



122




all engine speed with both types of lubricating oil for full-width LST.






rpm with SAE20W40 lubricating oil.


39.7°C at 400 rpm for full-width LST with SAE20W40 and SAE20W50 lubricating oil and

maximum temperature noticed 98.2°C at 3000 rpm for outer side bearing temperature with

normal piston ring.





123

4.7 Effect of lubricating oil

4.7.1 Effect of different LST patterns at different temperature and engine speeds for


The below a group of bar graph 4.102 to 4.110 depicts the comparison effect of

different LST patterns at different temperature (T1 to T9) and engine speeds from 400 rpm

(lower speed) to 3000 rpm (higher speed) for SAE20W40 lubricating oil

Graph 4.102: Effect of different LST on temperature T1


SAE20W40

lubricating oil

SAE20W40

lubricating oil

124



SAE20W40

lubricating oil

SAE20W40

lubricating oil

125



SAE20W40

lubricating oil

SAE20W40

lubricating oil

126

Graph 4.108: Effect of different LST on lubricating oil temperature T7

Graph 4.109: Effect of different LST on inner side bearing temperature T8

SAE20W40

lubricating oil

SAE20W40

lubricating oil

127

Graph 4.110: Effect of different LST on outer side bearing temperature T9

It is further observed that the gradual increases in temperature of all temperature

location at all engine speed with three patterns of LST for SAE20W40 lubricating oil.

The temperatures for both side LST piston ring is lower compare to other two types of

LST all temperature location for all engine speed.

It is observed from graph 4.102 to 4.107 that for the temperature (T1 and T6) is that the

minimum temperature recorded 38.2°C cylinder-1 TDC (T1) at 400 rpm with both side

LST pattern and maximum temperature recorded 96.5°C cylinder-2 BDC (T4) at 3000 rpm

with normal piston ring.

It is observed from graph 4.108 for the lubrication oil temperature (T7) is that the

minimum temperature recorded 34.7°C at 400 rpm with both side LST pattern and

maximum temperature recorded 98.2°C at 3000 rpm with normal piston ring.



and maximum temperature recorded 97.4°C at 3000 rpm for outer side bearing temperature


SAE20W40

lubricating oil

128

4.7.2 Effect of different LST patterns at different temperature and engine speeds for


The below a group of bar graphs 4.111 to 4.119 depicts the comparison effect of different

LST patterns at different temperatures (T1 to T9) and engine speeds from 400 rpm (lower

speed) to 3000 rpm (higher speed) for SAE20W50 lubricating oil.



SAE20W50

lubricating oil

SAE20W50

lubricating oil

129



SAE20W50

lubricating oil

SAE20W50

lubricating oil

130



SAE20W50

lubricating oil

SAE20W50

lubricating oil

131

Graph 4.117: Effect of different LST on lubricating temperature T7

Graph 4.118: Effect of different LST on inner side bearing temperature T8

SAE20W50

lubricating oil

SAE20W50

lubricating oil

132

Graph 4.119: Effect of different LST on outer side bearing temperature T9

It is further observed that the gradual increases in temperature of all temperature

location at all engine speed with three patterns of LST for SAE20W50 lubricating oil.

The temperatures for both side LST piston ring is lower compare to other two types of

LST all temperature location for all engine speed.

It is observed from graph 4.111 to 4.116 that for the temperature (T1 and T6) is that the

minimum temperature recorded 37.0°C cylinder-1 TDC (T1) at 400 rpm with both side

LST pattern and maximum temperature recorded 94.9°C cylinder-2 BDC (T4) at 3000 rpm

with full-width LST.

It is observed from graph 4.117 for the lubrication oil temperature (T7) is that the

minimum temperature recorded 36.7°C at 400 rpm with both side LST pattern and

maximum temperature recorded 98.2°C at 3000 rpm with normal piston ring.



and maximum temperature recorded 97.4°C at 3000 rpm for outer side bearing temperature


SAE20W50

lubricating oil

133

4.8 Comparison of the effects of different LST on power consumed

Comparison between the use of LST in piston ring and with the use of LST is presented

in this section graph-4.120 shows the variations of friction power consumption v/s engine

speed for various LST methods applied on the piston rings.

Graph 4.120: Effect on power consumed [KW] of various textured surfaces and without a

textured surface

It is clearly shown that when the speed of the engine increases, at the same time the

friction power consumption increases hence, the trends are shown equally in all four cases.,

Minimum friction power consumption at 400 engine speed (low speed) and maximum

friction power consumption at 3000 engine speed (high speed) in all four cases.

The friction power consumption with a normal piston ring is greater compare to the

laser surface texture piston ring at all observed engine speed.



revolutions of the engine with no LST.

It is also noted that the power consumption for friction increases from 0.58KW to

4.10KW as the speed of the engine increases from 400 revolutions of the engine to 3000

revolutions of the engine with both sides LST, from 0.48KW to 4.00KW with center LST

and the relative values with full-width laser surface textures are 0.40KW and 3.90KW.

134

CHAPTER-5

CONCLUSIONS AND FUTURE SCOPE

5.1 Conclusions

The conclusions drawn from the present study are listed below. These results are at a

95% confidence level which is derived from the experiment analysis performed on

standard temperature and pressure condition. At the end of a long-run endurance test, it has

been proven that the full-width laser surface texturing piston ring can be successfully

replaced with a normal piston ring.

Seven series of experiments have been performed to investigate the advantage to use

LST in the reduction of friction. The first consists of without use texturing and the

remaining three contain texturing surfaces. Hence, first, one is taken as reference one for

comparison purposes with another three textured surfaces.

Referring to all results and observations for an experiment conducted under different

operating engine speed with a normal piston ring and different three-patterned laser surface

texturing piston ring.

[1] It is observed that, when the speed of the engine increases, at the same time the

friction power consumption increases hence, the trends are shown equally in all the cases.

The reason behind the increase in friction power consumption is the increment in

contact between the piston and the wall of the cylinder. This also found that, in the case of

the full-width LST method on the piston ring, the friction power consumption found

significantly lower as compared with both cases.

Without the use of LST, the whole surface of piston contact with a liner of the cylinder.

Hence, friction between piston and cylinder liner will be higher, hence the friction power

found higher. Here, in the case of symmetrically at both sides, only the edges of the piston

ring are in contact with the cylinder liner, hence friction found but not higher as compared

without of LST. A center portion of the piston ring normally grooves, hence both sides of

the contact with the cylinder liner, and therefore the friction will be less as compared with

the previous two cases. In the full-width case, the density of the LST will be lower due to

135

the area as compared with the previous three cases and found lower friction power

consumption.

Reduction in power consumption increases with an increase in engine speed. The laser

textured pistons result in an effective reduction of lubrication oil temperatures which may

contribute to improved lubrication oil life.

[2] The average percentage reduction in friction power with SAE20W40 and

SAE20W50 lubricating oil is found to be around 9% and 10% respectively by using both

side laser surface textured piston rings.

[3] When using center (middle) portion laser textured piston rings, the average

percentage reduction in friction power with SAE20W40 and SAE20W50 lubricating oil is

found to be about 15 % and 19 % respectively.

[4] By means of full-width laser piston textured rings, an average reduction in friction

power with SAE20W40 and SAE20W50 lubricating oil of 26% and 29% was found

respectively.

TABLE 5.1: Comparison of average reduction in friction power with different three

patterns with using two different grade of lubricating oil.

SAE20W40 Lubricating oil SAE20W50 Lubricating oil

Both Side LST 09% 10%

Centre (Middle)

portion LST

15% 19%

Full width LST 26% 29%

From this detailed study, it has been concluded that there is a substantial reduction in

the friction power of the engine with the use of LST on the piston rings. It is further

observed that with full width texturing on piston ring consumes 26% less power in

comparison to non-textured piston rings and similarly, 15% and 9% respectively in the

case of center portion LST and both sides LST with SAE20W40 lubricating oil. It is

further concluded that there is a definite effect of lubricating oil on the friction power

along with LST. With SAE20W50 lubricating oil, the percentage of reduction of friction

power for all three LST has been observed as 29%, 19%, and 10% respectively, that means

an additional reduction of 3% in case of full width LST, 4% with center portion LST and

1% with both sides LST is observed with SAE20W50.

[5] These reduced friction losses will lead to prolonged life of the engine by increasing

the life of pistons and increasing the efficiency of lubricating oil.

136

[6] It is assured that the engine operation smoothly with improved performance and

higher thermal efficiency. Break power increased by reducing friction power which

indirectly increases the thermal efficiency of the engine with the aid of LST on a piston

ring in I.C.Engine.

5.2 The scope of further work

During the present research work, it is felt that certain areas required future attention.

These areas are listed below.

The life cycle analysis can be examined with a different pattern of texturing on piston

ring

The application of the selective coating on piston rings with laser surface texturing can

reduce wear and prolonged engine life by increasing the life of pistons and increasing

the effectiveness of lubrication oil. This area remained unnoticed in the present work.

The role of “Oil ring laser surface texturing” needs to research.

Experiments are carried out on stationary test rig without the effect of air-cooling to the

engine so it is suggested to experiment with an engine through a pedestal fan (similar to

moving vehicle air-cooling).

The detailed combustion characteristic and exhaust gas analysis can be carried out in the

future.

137

CHAPTER-6

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142

Appendix A

Experimental data

OBSERVATION TABLE NO:1

TABLE: A.1 Piston rings without laser surface texturing

Sr.

No.

Engine

Speed

rpm

Power

Consumed

(KW)

Temperature at Different 9 locations o C

T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.60 42.0 45.5 46.1 47.0 44.8 44.5 48.8 38.4 44.8

2 600 0.70 44.5 49.6 49.9 52.1 48.4 48.2 54.0 40.6 49.0

3 800 0.90 48.7 56.5 56.1. 60.0 54.1 55.0 60.5 45.4 56.0

4 1000 1.10 53.1 63.2 62.0 67.5 59.6 60.9 68.0 51.0 62.5

5 1200 1.30 54.3 66.5 65.5. 73.7 63.6 64.8 71.3 54.4 65.0

6 1400 1.50 55.3 68.8 66.2 76.3 64.3 66.5 73.6 58.5 68.6

7 1600 1.70 56.6 70.8 67.8 79.4 66.8 69.1 74.3 65.9 71.7

8 1800 1.80 60.2 74.3 74.6 80.3 70.5 75.5 81.0 72.5 76.9

9 2000 2.10 61.9 75.1 76.3 82.2 73.0 78.7 83.6 79.5 81.6

10 2200 2.30 62.4 77.4 77.9 85.0 77.9 79.9 84.2 82.3 85.8

11 2400 2.70 65.2 79.5 80.4 87.3 79.6 81.6 88.8 86.3 86.7

12 2600 3.00 65.3 81.7 82.6 90.0 82.9 84.0 95.4 90.3 89.4

13 2800 3.30 66.0 84.8. 85.2 94.0 86.4 87.4 97.8 93.0 92.8

14 3000 4.30 66.6 87.0 87.2 96.5 88.8 89.9 98.2 95.2 97.4

143

OBSERVATION TABLE NO: 2

TABLE: A.2 Piston rings with laser surface texturing at both sides with using SAE20W40

lubricating oil.

Sr.

No.

Engine

Speed

RPM

Power

consumed

(KW)

Temperature at different 9 locations in oC

T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.58 38.2 39.7 40.1 41.1 42.2 39.4 34.7 30.9 36.1

2 600 0.67 40.9 43.9 44.0 46.3 45.9 43.2 40.0 33.3 40.4

3 800 0.86 45.2 50.9 50.3 54.4 51.6 50.1 46.7 38.4 47.5

4 1000 1.05 50.0 57.6 56.4 62.1 57.1 56.2 54.3 44.2 54.1

5 1200 1.24 51.2 61.0 60.2 68.5 61.2 60.2 57.7 47.7 56.7

6 1400 1.44 52.3 63.6 61.0 71.2 61.9 62.0 60.2 52.0 60.4

7 1600 1.62 53.7 65.7 62.7 74.4 64.5 64.6 61.2 59.5 63.7

8 1800 1.71 57.6 69.4 69.6 75.4 68.2 71.1 68.1 66.3 69.0

9 2000 2.00 59.4 70.3 71.4 77.5 70.7 74.4 70.8 74.4 73.9

10 2200 2.18 60.0 72.7 73.1 80.4 75.7 75.7 71.6 77.1 78.3

11 2400 2.56 62.9 75.0 75.6 82.7 77.4 77.4 76.2 81.0 79.4

12 2600 2.84 63.1 77.4 77.9 85.5 80.8 79.9 83.0 84.8 82.3

13 2800 3.13 64.0 80.6 80.6 89.6 84.3 83.5 85.6 87.5 85.8

14 3000 4.11 64.8 83.0 82.7 92.2 86.8 86.1 86.2 89.5 90.6

144


TABLE: A.3 Piston rings with laser surface texturing at both sides with using SAE20W50

lubricating oil.

Sr.

No.

Engine

Speed

RPM

Power

consumed

(KW)


T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.58 37.0 38.6 38.0 40.4 38.7 39.8 36.7 30.2 35.6

2 600 0.67 39.6 43.7 41.9 45.6 42.3 43.5 42.0 32.5 40.0

3 800 0.86 43.8 50.7 48.2 53.7 48.1 50.4 48.8 37.4 47.1

4 1000 1.04 48.5 57.6 54.4 61.3 53.7 56.3 56.5 43.2 53.8

5 1200 1.20 49.8 61.4 58.0 67.6 57.9 60.3 59.9 46.8 56.4

6 1400 1.42 50.8 63.8 58.8 70.3 58.7 62.2 62.5 51.0 60.3

7 1600 1.61 52.2 66.0 60.5 73.5 61.3 65.0 63.5 58.7 63.5

8 1800 1.70 56.0 69.6 67.5 74.6 65.2 71.5 70.5 65.5 69.0

9 2000 1.98 57.8 70.5 69.3 76.7 67.8 74.8 73.2 72.8 73.9

10 2200 2.16 58.4 72.8 71.0 79.7 72.9 76.2 73.9 75.8 78.2

11 2400 2.54 61.4 75.0 73.7 82.0 74.7 77.8 78.7 79.9 79.2

12 2600 2.82 61.5 77.5 76.3 84.8 78.1 80.2 85.4 84.0 82.1

13 2800 3.12 62.3 80.8 79.1 88.9 81.8 83.7 88.0 86.9 85.9

14 3000 4.10 63.0 83.1 81.3 91.5 84.3 86.3 88.6 89.3 90.7

145


TABLE: A.4 Piston ring with laser surface texturing at symmetrically center with using


Sr.

No.

Engine

Speed

RPM

Power

consumed

(KW)


T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.50 40.4 42.6 44.6 43.1 43.0 40.0 39.5 32.6 38.5

2 600 0.60 42.9 46.7 48.4 48.7 46.6 43.7 44.7 34.8 42.9

3 800 0.80 47.3 53.7 54.7 56.7 52.4 50.6 51.7 39.7 50.1

4 1000 0.98 51.8 60.6 60.6 64.6 58.0 56.5 59.6 45.4 56.7

5 1200 1.18 53.0 64.0 64.1 70.9 62.0 60.5 63.4 48.9 59.4

6 1400 1.36 54.1 66.3 64.8 73.5 62.8 62.3 65.8 53.2 63.2

7 1600 1.56 55.4 68.6 66.6 76.7 65.4 65.1 66.6 61.0 66.6

8 1800 1.62 59.1 72.3 73.4 77.8 69.1 71.7 73.5 67.7 72.1

9 2000 1.92 60.8 73.5 75.0 79.8 71.7 75.1 76.4 74.8 76.9

10 2200 2.12 61.5 75.8 76.8 82.7 76.6 76.4 77.3 77.8 81.3

11 2400 2.50 64.3 78.0 79.5 85.0 78.3 78.3 82.0 82.0 82.4

12 2600 2.80 64.6 80.2 81.7 87.9 81.7 81.2 88.7 86.2 85.2

13 2800 3.10 65.3 83.3 84.4 91.9 85.3 84.7 91.1 89.3 88.9

14 3000 4.10 66.0 85.6 86.6 94.6 87.7 87.6 91.6 91.6 93.6

146


TABLE: A.5 Piston ring with laser surface texturing at symmetrically center with using


Sr.

No.

Engine

Speed

RPM

Power

consumed

(KW)


T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.48 37.8 41.9 39.6 42.6 38.9 40.6 38.3 31.2 37.0

2 600 0.58 40.4 46.1 43.5 47.7 42.7 44.4 43.7 33.5 41.5

3 800 0.78 44.8 53.0 49.7 55.8 48.7 51.4 50.7 38.5 48.7

4 1000 0.95 49.4 59.9 55.7 63.3 54.4 57.4 58.6 44.4 55.6

5 1200 1.15 50.7 63.4 59.4 69.6 58.4 61.3 62.4 47.7 58.4

6 1400 1.32 51.7 65.7 60.2 72.3 59.3 63.1 64.8 52.2 62.1

7 1600 1.52 53.1 67.9 62.0 75.5 61.9 65.9 65.6 60.0 65.6

8 1800 1.60 56.9 71.5 68.8 76.5 65.8 72.4 72.4 66.8 70.8

9 2000 1.90 58.7 72.4 70.7 78.6 68.5 75.8 75.5 73.8 75.7

10 2200 2.08 59.2 74.8 72.5 81.5 73.5 77.1 76.4 76.8 80.1

11 2400 2.46 62.1 76.9 75.0 84.0 75.2 79.0 81.0 81.0 81.0

12 2600 2.74 62.4 79.2 77.3 86.9 78.6 81.6 87.8 85.2 84.2

13 2800 3.00 63.2 82.4 80.1 91.1 82.2 85.0 90.3 88.3 87.9

14 3000 4.00 64.0 84.7 82.1 93.8 84.6 87.6 90.8 90.6 92.9

147


TABLE: A.6 Piston ring with laser surface texturing at full width with using SAE20W40

lubricating oil

Sr.

No.

Engine

Speed

RPM

Power

consumed

(KW)


T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.40 40.6 43.0 44.7 43.7 43.2 40.9 39.7 34.2 40.2

2 600 0.49 43.3 47.5 48.5 49.4 47.0 44.7 45.0 36.5 44.5

3 800 0.68 47.8 54.5 54.8 57.4 52.8 51.9 51.8 41.5 51.7

4 1000 0.86 52.3 61.3 60.7 65.0 58.4 57.9 59.8 47.3 58.0

5 1200 1.05 53.5 64.7 64.3 71.4 62.5 62 63.5 50.8 60.7

6 1400 1.24 54.6 67.1 65.1 74.1 63.3 63.3 65.9 55.3 64.6

7 1600 1.44 55.9 69.1 66.8 77.3 65.9 66.1 66.8 62.9 67.8

8 1800 1.53 59.5 72.7 73.7 78.3 69.6 72.7 73.6 69.7 73.1

9 2000 1.82 61.3 73.6 75.5 80.3 72.2 76.2 76.6 76.9 77.9

10 2200 2.02 62.0 76.0 77.2 83.3 77.2 77.6 77.5 79.8 82.3

11 2400 2.41 64.9 78.1 79.8 85.7 78.9 79.8 82.2 84.0 83.4

12 2600 2.71 65.0 80.4 82.1 88.5 82.3 82.5 88.9 88.2 86.2

13 2800 3.00 65.8 83.6 84.8 92.7 85.9 86.1 91.4 91.0 89.9

14 3000 4.00 66.5 86.3 86.9 95.4 88.3 88.9 92.0 93.3 95.0

148


TABLE: A.4 Piston ring with laser surface texturing full width with using SAE20W50

lubricating oil

Sr.

No.

Engine

Speed

RPM

Power

consumed

(KW)


T1 T2 T3 T4 T5 T6 T7 T8 T9

1 400 0.40 38.1 42.4 40.7 43.1 41.2 40.9 39.7 32.8 39.0

2 600 0.48 40.8 46.7 44.5 48.3 44.9 44.9 45.0 35.3 43.5

3 800 0.68 45.2 53.6 50.8 56.4 50.8 51.8 51.7 40.3 50.7

4 1000 0.87 49.8 60.4 56.7 63.9 56.4 57.9 59.5 46.3 57.6

5 1200 1.06 51.3 63.7 60.4 70.2 60.5 61.9 63.0 49.9 60.4

6 1400 1.25 52.6 66.1 61.2 73.1 61.3 63.8 65.8 54.2 64.1

7 1600 1.42 54.1 68.1 62.9 76.4 64.0 66.6 66.6 62.0 67.4

8 1800 1.50 57.8 71.7 69.8 77.4 67.8 73.4 73.4 69.0 72.8

9 2000 1.78 59.6 72.6 71.7 79.4 70.5 76.8 76.3 76.2 77.7

10 2200 1.96 60.2 75.0 73.4 82.4 75.6 78.1 77.5 79.4 82.1

11 2400 2.35 63.0 77.1 76.0 84.8 77.6 79.9 82.3 83.7 83.1

12 2600 2.64 63.2 79.4 78.3 87.6 81.0 82.5 89.1 87.8 85.5

13 2800 2.92 63.9 82.6 81.1 91.7 84.7 86.2 92.3 90.7 90.1

14 3000 3.90 64.6 86.2 83.5 94.9 87.2 89.0 92.6 92.8 94.8

149

Appendix B

CALIBRATION

During the experimental work, a number of equipment was used. The following are the

instruments used and the calibration process was carried out for some of the instruments.

B.1 Digital Tachometer

A digital tachometer is a type of tachometer, a meteorological instrument used to

measure the revolution of the shaft of the engine [speed].

PHOTOGRAPH B.1: Digital tachometer

150

B.1.1 Specification of the Digital Tachometer

Table B.1: Specification of the digital tachometer

Measurement The speed of the engine in revolution per min.

Power supply DC 6 volt battery

Range 0 to 9999 rpm

L.C. 0.1 rpm

Make KUSUM MECO

1.2 Calibration certificate of the digital tachometer

FIGURE B.1: Calibration certificate of the digital tachometer

151

B.2 Temperature sensor (Infrared gun)

The temperature sensor is a device used for measuring the temperature of the

bearing inside the engine by using the principle of the radiation pyrometer.

Range:- (-) 10 o C to 100

o C

PHOTOGRAPH B.2: Temperature sensor (Infrared gun)

B.2.2 Calibration certificate of Temperature sensor (Infrared gun)

FIGURE B.2: Calibration certificate of Temperature sensor [Infrared gun]

152

B.3 Digital clamp meter

Digital clamp meter is an electrical device used for measuring the all needy measuring

parameter of electrical-like Current, Voltage, Resistance, etc.

Range:- O to 200 Amp. A.C and D.C., O to 200 Volt A.C, O to 20 M.Ω

Digital Clamp Meter:--

PHOTOGRAPH B.3: Photo of the digital clamp meter

153

B.3.2 Calibration certificate of Digital Clamp meter

FIGURE B.3: Calibration certificate of Digital clamp meter

154

FIGURE B.4: Calibration certificate of Digital clamp meter

155

Appendix C

List of materials

List of material required for projects [Material Indent]

Table C.1 Lists of material required for projects

Sr. No. List of Material & parts Specification Units Quantity

1 Piston ring As per engine

[In standard set] Set 01

2 Laser surface textured

piston ring

Middle Portion Set 01

Symmetrical

both side Set 01

Full width Set 01

3 Oil Tank Gasket As per standard Nos. 04

4 High Temp. Bond Tube As per standard Nos. 04

5 Maruti Genuine Oil SAE

20W40 As per standard Tin 04

6 Castrol GTX Oil

SAE 20W50 As per standard Tin 04

156

Appendix D

Measuring instruments parameters

Table D1 shows the list of Instruments with accuracy, range, and percentage of errors.

Table D1: List of Instruments with accuracy, range, and percentage of errors

Instrument Accuracy or

LCM

Range % of

Error

RTD Type Temperature Sensor

[Thermocouple ]

+ 0.01oC -200 to 850

0C 0.05

Digital Tachometer 0.1 rpm 0 to 9999 rpm + 0.1

Variable Frequency Drive + 0.01 HZ

0 to 50/60 HZ

(Input Frequency)

0.5 to 500 HZ

(Output Frequency)

0.081

Infrared gun

+ 0.1oC

(-) 10 o C to 100

o C

+ 0.01

Digital Clamp meter

0.01 O to 200 Amp.

(A.C and D.C.),

O to 200 Volt A.C

O to 20 M.Ω

+0.01

Temperature Indicating Device

Sensor type :TC: Thermocouple

(K, J, T, R, or S)

Platinum resistance thermometer

(Pt100)

Indication

Accuracy :

+ 0.5% of PV

Sampling

Period :250ms

(-) 200 o

C to 1700o C + 0.001

157

Appendix E

Lists of publications

TABLE E.1: List of publication

Sr.

No

Title of the

Paper

Name of the

Authors

Name of

Journal

ISSN

Number

Month &

Year of

Publication

1 Laser Surface

Texturing (LST)

on Piston Rings

for Friction

Reduction- A

Technical Review

Vijay Kumar Patel,

Bharat M. Ramani

International

Journal of

Modern

Engineering

and Research

Technology

2348–

8565

Volume 5,

Issue 3,

July-2018

2 Investigation on

Laser Surface

Texturing for

friction reduction

in multi cylinder

Internal

Combustion

Engine

Vijay K. Patel,

Bharat M. Ramani

International

Journal of

Ambient

Energy

0143-

0750

November-

2019

158

3 Investigation on

Laser surface

texturing (LST)

for friction power

reduction in multi

cylinder

I.C.Engine

Vijay K. Patel,

Dr. Bharat M.

Ramani

Journal of

Tribology,

ASME

Journal

Communi

cated

4 Investigation and

performance

analysis of three

different patterns

of Laser surface

texturing on

piston ring

Vijay K. Patel,

Bharat M. Ramani

Friction Communi

cated

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