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淘豆网网友近日为您收集整理了关于Lubrication, Tribology & Motorsport：润滑摩擦学&amp；赛车的文档，希望对您的工作和学习有所帮助。以下是文档介绍：R=5cmR=10cmR=20cmFigure3:OilfilmthicknessversuscrankangleforthetoppistonringofaconventionalEuropean2.0litregasolineengine,at7500rpm,assumingfullyfloodedlubricationR=5cmR=10cmR=20cmOFT(Pm)at-270q10.018.767.38OFT(Pm)at-180q5.515.735.46OFT(Pm)at-90q10.088.857.46OFT(Pm)at0q1.171.842.23OFT(Pm)at90q9.158.076.81OFT(Pm)at180q5.095.425.17OFT(Pm)at270q10.228.937.51OFT(Pm)at360q3.554.004.02FrictionLoss(W)109.Table5:Effectofringradiusofcurvatureonoilfilmthicknessandfriction.LubricantisassumedtobeSAE-15W/opring.Forsuchanengine,weassumethatthetopringhasaheightof1mm,andisasymmetricparabolicring.Weassumearingtensionof1000kPa.Figure4showsthepredictedoilfilmthicknessversuscrankanglefordifferentringradiiofcurvature.(Forthesesimulationsweassumedanenginespeedof18000rpm,aborediameterof94.7mm,astrokeof42.6mmandacon-rodlengthof104mm–thesearethemidvaluesoftheparametersestimatedinTable4.WealsoassumedthatthelubricantwasanSAE-15W/40grade,withabottomdeadcenterlinertemperatureof100qCandatopdeadcenterlinertemperatureof150qC.bustionchamberpressureofaround110bars–theBMEPoftheconventionalenginewas4bars,bustionchamberpressureofjustover30bars,andWrightreportsthattheBMEPofamodernFormula1engineisbetween13and14bar.ordingly).FullyfloodedStarvedFigure5:PredictedoilfilmthicknessunderthetopringofaconventionalEuropeanengine,operatingat7500rpmwithanSAE-15W/40lubricantFinally,etryonpistonassemblyfriction.FortheFormula1engine,usingthesamedataasforFigure4,andassumingatopringradiusofcurvatureof10cm,Table6summarisesthepredictedtopringfrictionpowerloss,andthepredictedminimumoilfilmthickness,fordifferentlubricantsLubricantPowerloss(W)Minimumoilfilmthickness(Pm)SAE-20W/SAE-15W/SAE-10W/SAE-0W/Table6:Effectoflubricantviscositygradeontopringpowerlossandminimumoilfilmthickness(assumingfullyfloodedconditions)Clearly,Table6showsthatreductionsinpistonringfrictioncanbeachievedbymovingtoalowerviscositylubricant.However,thisisattheexpenseoflowerminimumoilfilmthicknesses.Thereisatrade-offbetweenreducedfriction(andgreaterpoweravailabletothewheels)andenginedurability.InTable6,wecanseethatmovingfromanSAE-15W/40lubricanttoanSAE-2500rpm7500rpmFigure6:Con-rodbearingloadsforconventionalEuropean2.0litregasolineengine,at2500rpmand7500rpmFigure7showsthepredictedoilfilmthicknessforbothloadcurvesusingamodifiedversionoftheShortBearingApproximation,whichallowsforlubricantshearthinning30.The“squeeze”effectisalsoincluded.(ThestandardShortBearingApproximationoftenassumesthatitisonlythe“wedge”effectthatisimportantinthelubricationofenginebearings).ThesimulationswerecarriedoutforanSAE-15W/40lubricant.Twoimportantconclusionscanbedrawnfromtheresults.Firstly,forbearingloadsthataredominatedbygaspressure,bustionchamberpressure.Forinertiallydominatedloads,urelsewhere,andtheremaybetwoorthreepositionsaroundthebearingwheretheoilfilmthicknessislow.Inthecalculationscarriedoutabove,thepredictedoilfilmthicknessesforthehigherspeedconditionweregreaterthanthoseforthelowerspeedconditionbecausetheoiltemperaturewasassumedtobethesameinbothsimulations.Inpractice,itislikelythattheoiltemperatureatthehigherspeedconditionislikelytobehigher,sotheminimumoilfilmthicknessislikely,inpractice,tobelowerthanthevaluesshowninFigure7.2500rpm7500rpmFigure7:Predictedcon-rodbearingoilfilmthicknessbasedonloaddatafromFigure6.Inadditiontooilfilmthickness,itisalsoimportanttoknowwhatflowrateofoilisrequiredtolubricatethebearings.Iftheflowrateisnotsufficient,urwhichmayleadtocatastrophicdamagetothebearings.Figure8showstheflowratespredictedbythemodifiedShortBearingApproximation.2500rpm7500rpmFigure8:Flowrate(litres/min)requiredtoavoidlubricantstarvationofcon-rodbearing,basedonloaddataofFigure6Table7summarisestheresultsforminimumoilfilmthickness,frictionloss,andaverageflowrate,fordifferentlubricants(anSAE-20W/50,anSAE-15W/40,anSAE-10W/30andanSAE-0W/20)fortheconventionalEuropean2.0litregasolineengineat2500rpm,andTable8summarisestheresultsat7500rpm.LubricantMinimumOFT(Pm)AverageFrictionPowerLoss(W)AverageFlowRate(litres/min)SAE-20W/50Thesimpleequationsaboveareveryapproximate,andshouldbeusedforidentifyingtrendsonly.mendedforuseinthedesignofbearings.Forthedetaileddesignofbearings,basedonrigidbearingmodels,therearemanyfast,robustmethodsavailable31-34.Forhighpressures(thosegreaterthanabout50MPa)urate.urs,anditisnecessarytosolveboththeReynolds’equationandtheequationthatdescribestheelasticdeformationofthebearingsurfaces.Thisisgenerallyatimeconsumingcalculationthatrequiresanumericaltreatmenteitherbythefiniteelementorfinitedifferencetechniques35-38.ThepaperontheelastohydrodynamiclubricationofjournalbearingsbyFenneretal36isparticularlyilluminating.Theauthorsfindthatunderhighloads,thereisacentralportionofthebearingwheretheoilfilmthicknessisessentiallyconstant,andwherethepressuredistributioniseffectivelythatofaHertziancontact.Inessence,oncethepressureinthebearingexceedsacertainvalue(inthecaseofthebearinganalysedbyFenneretalthispressurewas200MPa),iteffectivelybecameconstant.Thereforethemainconclusionwasthatthepeakpressureinthecon-rodbearingwasmuchlowerthanwouldhavebeenpredictedfromarigidbearingmodel(therigidbearingmodelpredictedapeakpressureof1200MPa,ountpredictedapeakpressureofonly200MPa).Theeffectsofelasticdeformationonfrictionwerenotreported.Concludingthissection,itissuggestedthatalthoughtherearemanysophisticatedmodelsofjournalbearingsinwidespreaduse,ountofthewayinwhichthelubricantviscositymayvaryaroundthebearing.Thevariationoflubricantviscosityaroundthebearing,duetotemperaturevariations,duetothechangingshearrate,andduetothepressurevariationaroundthebearing,areexpectedtohaveasignificanteffectonpredictionsofoilfilmthickness,andfriction,forbothhydrodynamicandelastohydrodynamiclubricationconditions.VALVETRAINTRIBOLOGYLubricationinthevalvetraindiffersfromthatinthebearingsandthepistonassembly,eptedthatthevalvetrainisinthemixedorboundaryregimeformostofitsoperatingconditions.Thisiscertainlytrueasfarasconventionalenginesareconcerned.Measurementsofvalvetrainfrictiontorquefrequentlyshowthat,undernormaloperatingconditions,thevalvetrainfrictiontorqueincreasesastheviscosityoftheoildecreases.Itisalsointhevalvetrainthatfrictionmodifieradditivesarethoughttohavethelargesteffect.Inavalvetrainlubricationmodel,thekinematicsofthecam-followersystemneedtodescribed,andfromknowingthecamandfollowerprofiles,theoilfilmthicknessmaybecalculatedfromelastohydrodynamiclubricationtheory1.Frictionlossesmaythenalsobecalculated.Totalfrictiontorqueinvalvetrainis*TOTAL,whereanapproximateexpressionis:KZCBTOTAL**where*Bisthefrictiontorqueduetoboundaryfriction,andthesecondtermrepresentshydrodynamicfrictioninthevalvetrainsystem(bothfromthecam-followercontactandfromthecamshaftbearings).Inthetermforhydrodynamicfriction,Cisaconstant,Kisthelubricantviscosity(attheappropriatetemperature)andZisthecamshaftangularspeed.Theboundaryfrictiontorquemaybecalculatedbyestimatingtheoilfilmthicknessusingelastohydrodynamictheory,binedsurfaceroughnessofcamandfollower,andassigninganeffectivefrictioncoefficient.essfullybyresearchersfromShell39,Ford40andNissan41,andisfoundtogivegoodagreementwithexperimentalmeasurements.Alowerviscositylubricantwillgiveahigherboundaryfrictiontorque,whereasthehydrodynamicfrictiontorquewillbelower.Frictionmodifieradditivescanbeaddedtothelubricant,andtheseareeffectiveatreducingtheboundaryfrictiontorque.Figure9showsthevalveliftcurveforatypicalEuropean2.0litregasolineengine(withadirectactingbuckettappetvalvetrainsystem).PowerLoss=392.1WIdlingConditionsValveTrainBearingsPistonPowerLoss=1844.9WUrbanConditionsValveTrainBearingsPistonPowerLoss=7461.8WMotorwayConditionsValveTrainBearingsPistonFigure12:EnginefrictionbreakdownforvariousoperatingconditionsforEuropean2.0litreengineOilgradeValvetrainBearingsPistonassemblyTotalSAE-20W/..5SAE-15W/..9SAE-10W/..1SAE-0W/20*410.282.4Table9:ponentfrictiontolubricantviscositygrade,forEuropean2.0litreengineunderurbanoperatingconditions(*NotethattheSAE-0W/20oilisassumedtobefrictionmodified)InTable9,itcanbeseenthatreducingthelubricantviscosityiseffectiveatreducingfrictioninthebearingsandpistonassembly.However,reducingthelubricantviscositycausesanincreaseinthevalvetrainfriction.ThereasonwhytheSAE-0W/paredtotheotheroilsisthatitisassumedthatitcontainsafrictionmodifier(ifitdidn’tcontainafrictionmodifierthevalvetrainfrictionpowerlosswouldhavebeen641.2W).Unfortunately,wedonothavesufficientdetailsofaFormula1valvetrainssystemtoenableustocalculatethetotalenginefrictionofaFormula1engine.However,weknowthatatthemaximumenginespeed,18000rpm,thevalvetrainfrictionislikelytomakeasmallercontributionthanatlowerspeeds.Weestimatedpistonassemblylossesofaround30kW,andbearingfrictionlossesof25kW.At18000rpm,wewouldexpectvalvetrainfrictionlossestobelessthan10kW(andthatthiswouldmainlybehydrodynamicfrictionlossesinthevalvetrain).Figure13summarisesthisveryroughanalysisforaFormula1engineat18000rpm.TotalFriction=65kWValveTrainBearingsPistonAssemblyFigure13:ApproximateestimateofenginefrictioninaFormula1engineat18000rpm(valvetrainfrictionestimateisuncertainduetolackofinformation)ThestrategyforminimizingenginefrictioninaFormula1engineisfairlysimple.Iftheenginehasalotofboundaryfriction,youwoulduseahigherviscositylubricant,withafrictionmodifier,whereasiftheenginehaslessboundaryfriction,youwouldusealowerviscositylubricant(againwithafrictionmodifier).Bylookingatenginefrictionresultsfortheconventionalengine,itispossibletodecreaseenginefrictionby10or20%byusingthecorrectlubricant.Thereareanumberofpapers41-47whichthereadercanrefertoformoreinformationontotalenginefrictioncalculations.Tooptimizepoweroutputfromahighperformanceengine,itisnecessarytochoosealubricantwhichgivesthelowestpossiblefriction.Thisentailschoosingthelubricantviscositywhichgivesthelowestfrictionovertherangeofoperatingconditionsappropriatefortheengine,andchoosinganoptimumfrictionmodifierforreducingfrictioninboundarylubricatedcontacts.CONCLUSIONInthispaperIhaveattemptedtodemonstratethatthephysicalpropertiesofalubricantareextremelyimportantindeterminingboththeminimumoilfilmthicknessinkeylubricatedcontacts,andtheassociatedfrictionlosses.Itisimportanttousemodelsforthepistonassembly,theenginebearings,andthevalvetrain,urateinformationabouthowthelubricantviscosityvarieswithtemperature,shearrate,andpressure.paredaconventionalgasolineenginewithahighperformanceFormula1engine,andshownthatmatchingthelubricanttotheenginecanleadtosignificantreductionsinenginefriction,withconsequentimprovementsintheavailablepowertothewheels.ACKNOWLEDGMENTSTheauthorwouldliketothankSimonDunning,GlynRoperandMarkWakemforusefuldiscussions.TheauthorwouldalsoliketothankShellGlobalSolutions(UK)forpermissiontopublishthiswork.播放器加载中，请稍候...
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R=5cmR=10cmR=20cmFigure3:OilfilmthicknessversuscrankangleforthetoppistonringofaconventionalEuropean2.0litregasolineengine,at7500rpm,assumingfullyfloodedlubricationR=5cmR=10cmR=20cmOFT(Pm)at-270q10.018.767.38OFT(Pm)at-180q5.515.735.46OFT(Pm)at-90q10.088.857.46OFT(Pm)at0q1.171.842.23OFT(Pm)at90q9.158....
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