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Abstract:The increasing global environmental awareness, evidenced by recent worldwide calls for control of climate change and greenhouse emissions, has placed significant new technical mandates for automotives to improve engine efficiency, which is directly related to the production of carbon dioxide, a major greenhouse gas. Reduction of parasitic losses of the vehicle, powertrain and the engine systems is a key component of energy conservation. For engine efficiency improvement, various approaches include improvements in advanced combustion systems, component system design and handling-such as down-sizing, boosting, and electrification-as well as waste heat recovery systems etc. Among these approaches, engine friction reduction is a key and relatively cost-effective approach, which has been receiving significant attention from tribologists and lubricant-lubrication engineers alike. In this paper, the fundamentals of friction specific to the environments of engine components tribology are reviewed, together with discussions on the impact of developing vehicle powertrain technologies, surface and material technologies, as well as lubricant and additive technologies on promises of continuing friction and wear reduction trends. The international accords on climate change require further gains in fuel efficiency and energy sustainability from all industry sectors including those in the automotive and the broader internal combustion engine industries, and the latter encompass off-highway, power generation, marine, and rail industries as well. This paper focsuses on friction reduction in mainly automotive engines, however.The paper starts with a clarification of the common descriptors of mechanical losses and friction in the engine, followed by the topic of lubrication fundamentals such as lubrication regimes. Then the lubrication of the contacting surfaces in each of the major engine subsystems is discussed in turn. These subsystems include the piston assembly: ring-pack/liner, piston-skirt/liner, and piston-pin/connecting-rod contacts; connecting rod and crankshaft bearings; and the valvetrain subsystem. The relative contributions to total friction from the various subsystems are discussed, with the piston-assembly contributing to about half of the total friction. The remainder of the friction comes from the crankshaft, connecting rod, camshaft bearings, and the valvetrain oscillating parts. The bearings are in predominantly hydrodynamic lubrication, in contrast to the valvetrain oscillating components, which are characterized to be mostly in the mixed/boundary lubrication regimes.Despite the title of the paper, a section on emerging powertrain technologies-including that of combustion in gasoline and diesel engines-is also given in the context of the trend towards clean and efficient propulsion systems. The impact of these developing technologies on the reduction of friction and parasitic losses via component, material, and lubricant deisgn will be discussed. These technologies include gasoline direct injection (GD...

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This research project investigated the wheel wear and tribological characteristics in wet, dry and minimum quantity lubrication (MQL) grinding of cast iron. Water-based Al2O3 and diamond nanofluids were applied in MQL grinding process and the results were compared with those of pure water. During the MQL grinding using nanofluids, a dense and hard slurry layer was formed on the wheel surface and could benefit the grinding performance. Experimental results showed that G-ratio, volume of wear of the grinding wheel vs. the volume of material removed, could be improved with high concentration nanofluids. Nanofluids showed the benefits to reduce grinding forces, improve surface roughness, and avoid workpiece burning. Compared to dry grinding, MQL grinding could significantly reduce the grinding temperature.

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