Piston Ring Material in a Two-Stroke Engine Which Sustains Wear Due to Catalyst Fines

Abstract

This research paper discusses preventive protection of the marine engine against abrasive effects of the catalyst fines in fuel. The relevant facts were gathered while analysing the performance of the slow-speed Wärtsilä RTA engine on an Aframax tanker. The analysis comprised fuel properties, regular and extraordinary examinations of the engine, including the control and replacement of piston rings and the measurement of the liner wear rate. The research particularly focused on the top compression ring as it withstands highest loads and fastest wear. On the other side, the research involved a chemical analysis of the piston rings with the purpose of establishing their chemical properties, structure, coating thickness and micro-hardness. In addition to a number of preventive measures that can be taken on board before injecting the fuel into the combustion chamber, the selection of a piston ring's material quality affects its wear rate to a large extent. The wear rate also depends on the catalyst fines in fuel. In practice, the piston ring of GGV type proved to be resistant to abrasive wear and its chemical properties were established through laboratory material testing.

Locomotive engines and the future of railway automotive power in Africa: A review

“…Some researchers [54] stated that there is increase in use of alloyed steel piston instead of aluminum due to higher power requirements of LE, particularly for increased higher effective pressure that leads to improved thermal efficiency, However, lubrication condition of alloyed steel piston is inferior to aluminum alloy piston. A researcher [56,57] reviewed advances in piston rings with focus on interaction between ring-cylinder wall interface, that can result in severe friction, wear, oil consumption and power loss in LE.…”

“…Dry sleeves do not contact the liquid in the water jacket, while the wet sleeve is part of the water jacket. The combustion chamber size varies from a minimum when the piston is at top dead centre (TDC) to a maximum when the piston is at the bottom dead centre (BDC) [56]. Cylinder head must be strong and rigid to withstand fluid dynamics acting through the engine block as well as to meet increasing combustion pressure expected to reach 200 bar in diesel engine [56].…”

“…The combustion chamber size varies from a minimum when the piston is at top dead centre (TDC) to a maximum when the piston is at the bottom dead centre (BDC) [56]. Cylinder head must be strong and rigid to withstand fluid dynamics acting through the engine block as well as to meet increasing combustion pressure expected to reach 200 bar in diesel engine [56]. Cylinder head can be produced by gravity die casting using aluminum silicon and copper alloys due to advantages of light weight and high thermal conductivity as well as to meet strength requirement at 250 0 C, thermal loads and fatigue cycles [60].…”

“…Other factors include engine speed and efficiency of the fuel supply mechanism. Power cylinder assembly consists of cylinder liner, piston, rings, connecting rods and bearings [56].…”

Influence of Hydrogen-Containing Fuels and Environmentally Friendly Lubricating Coolant on Nitrogen Steels’ Wear Resistance for Spark Ignition Engine Pistons and Rings Kit Gasket Set

“…High elasticity and corrosion resistance are just as important as high resistance to damage under extreme operating conditions. Piston rings are made of high-quality gray or malleable cast iron or alloyed steel [22][23][24]. Heat resistance and strength of steel are higher, but cast iron is cheaper and easier to earn even without coating.…”