2009 Second International Conference on Information and Computing Science

Research on Coupling Simulation Between Dynamics of Multi-body and Hydrodynamic Lubrication of Piston-Cylinder Sleeve System

Cheng Ying, Song Xiao, Wang Dong-jie

School of Mechanical and Vehicular Engineering Beijing Institute of Technology BIT Beijing, China chengy@bit.edu.cn
AbstractFor the purpose of establish a more accurate dynamic model of internal combustion engine (I.C.E) pistoncylinder system, the model coupling between hydrodynamic lubrication and dynamics of multi-body system of pistoncylinder system was built by linking ADAMS and FORTRAN subroutine. The coupling simulation analysis was conducted. The simulation results demonstrated that because of the coupling effect of oil film lubrication between piston and cylinder sleeve the maximum force on the cylinder sleeve decreases and the minimum force increases so that the change of the force on the cylinder sleeve becomes smooth. At the same time the influence on the piston lubricating characteristics of clearance of piston-sleeve and piston skirt length were analyzed, while the analysis provides basis for the selection and design of piston parameters. Keywords- multi-body system dynamics; piston; coupling simulation; hydrodynamic lubrication; cylinder

II.

ESTABLISHMENT OF THE COUPLING MODEL

I.

INTRODUCTION

The establishment of piston-cylinder sleeve coupling model is the course of solving the system dynamics equation [2] and the average Reynolds equation[3] simultaneously using ADAMS solver and FORTRAN subroutine. The numerical solutions can only be gained when solving the two equations. Considering the mutual effects of the two equations, the reiteration of variable must be carried out between different programs solving the two different equations to solve the coupling equations of the whole system. Fig 1 shows the I.C.E piston-cylinder sleeve system. On the plane which is vertical to the piston pin the force and the torque on the piston make the piston translate and rotate slightly in the cylinder sleeve. This paper assumes that the displacements the top and the bottom of the piston skirt deviate from the centerline of the cylinder sleeve are et and

In the working process of I.C.E, the piston skirt has the functions of bearing, guiding and lubrication. With the reciprocating cyclic motion of a piston in a cylinder, the lubricating oil film comes into being between piston skirt and cylinder wall, so the impact of piston on cylinder sleeve and the wear of piston is alleviated. On dissimilar parts of piston there have different kinds of time-varying forces including combustion gas pressure, pressure of lubricating oil film between piston and cylinder sleeve, friction, forces transferred by connecting rod. The lubrication between piston and cylinder sleeve affects the motion of piston, and at the same time the motion of piston system not only affects the forces on the cylinder sleeve from piston, but also changes the thickness of lubricating oil film between cylinder sleeve and piston. So the motion of piston affects the lubrication, friction and wear between cylinder sleeve and piston.[1] A 12-cylinde diesel engine was as research object, the multi-body system dynamic model of I.C.E piston-cylinder sleeve system was established based on ADAMS and the coupling model on lubrication and dynamics of pistoncylinder sleeve system was established by linking ADAMS solver and the FROTRAN subroutine. On these bases, the coupling simulation analysis was conducted and a series of correlative conclusions were achieved.
978-0-7695-3634-7/09 $25.00 2009 IEEE DOI 10.1109/ICIC.2009.386 300

e b respectively.
On the premise that the speed of the engine is fixed, choosing the time in which the crankshaft rotate 2 degrees as a step size to disperse the time of a cycle, using signs et 0 ,

eb 0 , et 0 , eb 0 as the initial values of the displacement and speed of the top and the bottom of the piston skirt deviating the cylinder sleeve centerline, the oil film thickness hT ( , y ) between cylinder sleeve and piston skirt and its
derivative

hT / t can be calculated through (1) and (2).

y hT = C + et (t ) cos + [eb (t ) et (t )] cos (1) L + f ( , y ) + d ( , y, t ) + d v ( , y, t )

C is the radial clearance between piston skirt and cylinder sleeve; L is the length of piston skirt; f ( , y ) is the function of lateral outline and radial outline of piston skirt; d ( , y, t ) is the radial clearance variation value between piston skirt and cylinder sleeve caused by the thermal deformation; d v ( , y , t ) is the radial clearance variation value caused by the cylinder structure vibration.

hT y y d d v = cos et 1 + eb + + L t t t L (2) y y = cos et 1 + eb L L Based on hT ( , y ) and hT / t of current time, the

average flow factor and shear press factor can be confirmed. And then, oil film pressure Ph ( , y ) can be gained through solving the average Reynolds equation using finite difference method and successive over-relaxation method. The lateral resultant force Fh on the piston of lubricating oil film

III.

COUPLING SIMULATION ANALYSIS

A. Simulation Result of PISTON-CYLINDER SLEEVE System Ignoring Lubrication The I.C.E parameters which have been known are shown in table 1.
Table 1.
SYSTEM PARAMETERS WHICH HAVE BEEN KNOWN

Piston stroke Piston mass Piston diameter Cylinder sleeve bore Clearance of pistonsleeve Piston skirt length

160mm 4.545 kg 75 mm 150.05 mm 0.025 mm 83.6 mm

piston rotary inertia piston young modulus cylinder sleeve young modulus Poisson ratio lubricating oil kinetic viscosity surface roughness root mean square value of piston skirt,1 surface roughness root mean square value of cylinder sleeve

9.257E-3 N.m2 75 GPa 200 GPa 0.3 0.008 Pa.s 1.515E-6 um 1.715E-6 um

M h on the piston pin of lubricating oil film pressure, resultant force of friction force F fh and the
pressure, the torque friction torque

M fh on the piston pin of friction force can

be taken out further. The force and the torque solved above are substituted into the system dynamics equation reciprocally until the result is convergent and the value is the result of considering the coupling effect between oil film lubrication and system dynamics. Fig. 2 shows the flow chart.

Degree of bearing region The lateral distance between piston centroid and piston pin Longitude distance between piston centroid and piston pin Distance between piston pin and the top of piston skirt Piston pin mass

35

0 mm

viscosity-temperature coefficient) viscosity-pressure coefficient

0.03/

5.12 mm 33.6 mm 1.03 kg

2.2108 m2/N 2200 r/min

speed of crankshaft

Figure 1. PISTON-CYLINDER SLEEVE system

The dynamics simulation result of changing the piston thrust on the major thrust surface and the minor face of cylinder sleeve ignoring lubrication was shown in Figure 3.

1-major thrust surface ; 2-minor thrust surface Figure 3. Piston Thrust on the major thrust surface and minor face of cylinder sleeve

Figure 2. Flowchart

B. Coupling Simulation of PISTON-CYLINDER SLEEVE It is assumed that piston-cylinder sleeve is in condition of perfect fluid lubrication and micro convex body contact

301

between cylinder sleeve and piston is not considered. Based on the method mentioned above, through invoking FORTRAN lubrication subroutine in ADAMS the coupling model between piston-cylinder sleeve lubrication and piston dynamics is established and the coupling analysis is conducted using sequential coupling-field method. Fig.4 shows the curves of dimensionless lateral displacement (displacement/radial clearance) of the top and the bottom of piston skirt which are changing as the change of the crankshaft angle. That the piston has secondary motion in a cycle is shown in Fig.4.

1-Minimum oil film thickness on the major thrust surface 2-Minimum oil film thickness on the minor thrust surface Figure 6. Minimum oil film thickness on the major thrust surface and minor thrust surface

Real line-displacement of the top; Broken line-displacement of the bottom Figure 4. Lateral displacement of the top and the bottom of the piston skirt 1-Ignoring lubrication case 2- Fluid lubrication case Figure 7. the thrust curve on the cylinder sleeve

Fig.5 shows the friction curves on the major thrust surface and on the minor thrust surface. The friction on the major thrust surface is greater than that on the minor thrust surface. Fig.6 shows the change curves of the minimum oil film thickness on the major surface and on the minor surface of the piston skirt in an circulation. Since the minimum oil film thickness on the major surface is less than that on the minor surface, the piston is tilted to the side of major thrust surface when the piston moves reciprocally and there is a bigger possibility that the impact on the cylinder happens on the side of major thrust surface. Fig.7 shows the piston thrust curves on the cylinder sleeve under the frictionless condition and the perfect fluid lubrication condition. With the coupling effect between the oil film lubrication of piston-cylinder sleeve system and the piston dynamics, the maximum value of the force on the cylinder sleeve drops by 1217.73N and the minimum value increases. This demonstrates that the coupling effect makes the force curve on the cylinder sleeve much smoother.

1- Clearance of piston-sleeve is 0.01mm 2Clearance of pistonsleeve is 0.025mm3Clearance of piston-sleeve is 0.04mm Figure 8. The influence on the friction of clearance of piston-sleeve

Real line-friction force on the major thrust surface Broken line- friction force on the minor thrust surface Figure 5. Friction force on the major thrust surface and minor thrust surface

1-Clearance of piston-sleeve is 0.01mm 2Clearance of pistonsleeve is 0.025mm3Clearance of piston-sleeve is 0.04mm Figure 9. The influence on the lateral displacement of clearance of pistonsleeve

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reduced to 78mm compared with that of the initial length. The friction power loss has the tendency of descent as the piston skirt length reduces. This is consistent with the tendency of reducing the I.C.E piston skirt length at present.

1-Clearance of piston-sleeve is 0.01mm 2Clearance of pistonsleeve is 0.025mm3Clearance of piston-sleeve is 0.04mm Figure 10. Bearing force contrast of the different systems THE INFLUENCES ON THE LUBRICATION CHARACTERISTICS OF THE DIFFERENT FACTORS

IV.

Real line-skirt length is 78mm;Broken line-skirt length is 83.6mm Figure 11. The influence of piston skirt length on the friction power loss

A. Influence of the Clearance of piston-sleeve The initial clearance of piston-sleeve of the pistoncylinder sleeve system researched in the paper is 0.025mm. On the condition that other parameters are not changed, the variations of secondary motion and friction force of piston are measured respectively when the clearance of pistonsleeve is 0.04mm and 0.01mm. And then compared with the situation that the initial clearance of piston-sleeve is 0.025mm, the influence on lubrication characteristics of clearance of piston-sleeve is elicited. Fig.8 shows the friction force variation curves under the condition of three different clearance of piston-sleeve. The clearance of piston-sleeve has obvious influence on the friction force of piston skirt. As the clearance of pistonsleeve of piston skirt increases, the friction force of skirt decreases. When the clearance decreases to 0.01mm from 0.04mm, the friction force raises about 5 times. Fig.9 shows the change curves of lateral displacements which are changing as the variation of the crankshaft angle when the clearance of piston-sleeve is 0.01mm, 0.025mm and 0.04mm respectively. The clearance of piston-sleeve influences the lateral motion of the top of piston skirt obviously. When the clearance of piston-sleeve decreases, the lateral motion of piston skirt also decreases quickly and the lateral displacement of the top of piston skirt approaches zero as the clearance of piston-sleeve is 0.01mm. Fig.10 shows three bearing capacity curves of oil film in three different systems. The system1 and system3 have the same bearing capacity of oil film while the load of system2 is the smallest one. In summary, the two factors above-mentioned should be considered in a comprehensive way when the suitable clearance of piston-sleeve of engine is chose. B. Influence of Piston Skirt Length The piston skirt initial length is 83.6mm. Fig.11 shows the friction power loss curve when the piston skirt length is

The design parameters above-mentioned are the factors which affect the lubrication characteristics of the piston skirt and the purpose of the designer is to choose a set of suitable parameters so that the secondary motion and the friction power loss of piston achieve the ideal result.[4] The clearance of piston-sleeve has obvious effects on the secondary motion and friction power loss of the piston, so we should confirm the clearance firstly. The longitude profile of piston should be considered when the clearance of piston-sleeve is being confirmed, because the different profile causes the different clearance distributing between piston skirt and cylinder sleeve so as to have an effect on the lubrication characteristics of piston skirt. On the other hand the piston skirt length should be chose combining the profile of piston skirt. V.
CONCLUSION

Because of the coupling effect of oil film lubrication between piston and cylinder sleeve the maximum force on the cylinder sleeve decreases and the minimal force mounts up. So the changing tendency of the force on the cylinder sleeve becomes smooth. The analysis of influence on the piston lubricating characteristics of clearance of piston-sleeve and piston skirt length provides basis for the selection and design of piston parameters. REFERENCES
[1] [2] [3] [4] Kevin L. Hoag, Vehicular Engine Design, SAE International Lu Youfang, Dynamics of Flexible Multibody Systems, High Education Press, Sep. 1996 Wen Shizhu, Huang Ping, Tribology Theory,Tsinghua University Press, Nov. 2003 Yang Junwei Yu Xu, Reserch on piston parametrics based on Lubrication Analysis. Lubrication Engineering. May.200258

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