TEAM ELITE:

SOORYADAS SUDHAKARAN

ASLAM SAJAD P J

ABHISHEK REDDY

IDP CASE CHALLENGE

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Friction and Parasitic Loss Reduction for Modern Heavy-Duty Diesel Engine

CONTENTS

• Introduction
• Problem identification
• Methodology
• Cost estimation
• Impact assessment and summary
• References

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INTRODUCTION

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• The maximum efficiency possible for a Heavy- duty diesel engine is about 35-45%. If losses can be reduced then efficiency can be improved.

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• Detailed identification of various losses in engine and its subsystems.

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• A proper approach using methodologies like design, surface finish, material and lubrication.

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• Cost estimation of various suggestions.

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• Impact analysis and prioritization of suggestions based on various impacts like cost, weight, quality and space occupation.

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PROBLEM IDENTIFICATION��

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• Based on James. C.J. study on friction in Heavy duty diesel engines using theories of tribology with highly sophisticated laboratory test rigs, tests using motored and fired engine.

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• The weightage attributed to parasitic losses from the total energy generated is around 47-58%.

PROBLEM IDENTIFICATION��

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• The mechanical losses (4 -15% of total energy available) can be further segregated as shown in the figure.

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• The major amount of the mechanical friction is contributed by the power cylinder assembly. So, it can be considered as the prime source for loss.

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PROBLEM IDENTIFICATION��

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• Among various parts of the piston cylinder, rings contribute the maximum(28 – 45%) towards frictional losses.

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• Then followed by piston and rods respectively.

PROBLEM IDENTIFICATION��

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• Among various piston rings, the oil ring is the one which contributes the maximum to the losses.

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• Priorities are given to the losses which are having maximum contribution.

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METHODOLOGIES

1.DESIGN

#SUGGESTION 1: Pressure actuated piston ring design�

• The highest pressure in a cylinder of engine occurs in the power stoke.

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• For a 4-stroke engine, the pressure requirement in other strokes are comparatively very low.

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• So, this design idea tries to attain more friction on the compression ring during power stroke and lesser friction during other strokes.

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• Ducts are designed from the top of the piston head to the inner area of the compression ring.

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• This taps pressure inside the cylinder to the ring. As friction and ability of the ring to contain the combustion in the cylinder is directly proportional to normal reaction, high pressure which the power stroke develops induces extra force on the ring.

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• In power stroke, the extra force improves the normal force on the ring. The ring should be elastic enough to exhibit the change of force.

Perspective view of Pressure actuated piston ring design

Orthographic views of Pressure actuated piston ring design

(a) Front view

(b) Side view

(c) Top view

Design software: SOLIDWORKS 2019

Analysis Results

Software : Altair Hyperworks

Solver : Optistruct

Proposed material: �

• A number of investigations have demonstrated that Titanium-Nickel (TiNi) alloy which exhibits high resistance to wear.

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• As a new type of wear-resistant material, TiNi alloy has attracted increasing interest.

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• Different from conventional wear materials, the high wear resistance of TiNi alloy is mainly attributable to its unique mechanical behavior, the so called pseudo-elasticity, resulting from a reversible martensitic transformation.

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Cons:

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• New idea, so experimental verification needed

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• Cost of manufacturing increases as design become more complex

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Pros:

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• Innovative technology from our mind, never used or seen in any of the literature.

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• Strength of the ring increases as material change is made to TiNi alloy. Thereby, durability also increases.

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• Wear and tear will decrease. Hence, maintenance requirement will also decrease.

METHODOLOGIES

2.SURFACE FINISH

#SUGGESTION 2: Using partial Laser surface texturing (LST) for piston rings�

• Vijay K. Patel et al., experimentally investigated the impact of different patterns of Laser surface texturing (LST) on piston rings for friction power reduction in multi-cylinder I.C engines for a petrol engine.

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• The takeaway from this work is the frictional power reduction by changing the surface microstructure of the piston rings.

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• By Laser surface texturing, the contact surface between the piston and the cylinder is reduced.

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• When the speed of the engine increases, at the same time the friction power consumption increases. This power consumption is comparatively less by doing LST. Using a partially textured piston ring reduces friction considerably.

Laser textured piston ring with a dimple texture

Effect on power consumed [KW] of various textured surfaces and without a textured surface

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Cons:

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• Andersson et al. (2007) point out a drawback of the surface irregularities being abrasive wear of a soft counter-surface at high contact pressures.

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• The results are based on analysis of a petrol engine. Further analysis required on diesel engines.

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Pros:

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• A considerable change in friction can be obtained.

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• Implementing this idea will not affect the engine size.

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• Bringing down the frictional losses can result in prolonged life of engine and components

#SUGGESTION 3: Using suspension plasma-sprayed insulated pistons

• Thermal barrier coatings can reduce the heat losses in heavy-duty diesel engines.

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• A relatively new coating method for thermal barrier coatings is suspension plasma-spraying.

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• Plasma spraying is a thermal spraying process that utilizes a high-energy heat source to melt and accelerate fine particles onto a prepared surface.

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• Suspension plasma spray (SPS) is a form of plasma spraying where the ceramic feedstock is dispersed in a liquid suspension before injecting into the plasma jet.

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Schematic of comparison of feedstock–microstructure–property relationships in APS and SPS coatings

Thibblin et al. tested a single-cylinder engine to study heat losses in the piston, cylinder head, and exhausts. He evaluated how coating pistons influence specific fuel consumption. Two different suspension plasma-sprayed thermal barrier coatings and one atmospheric plasma-sprayed thermal barrier coating are considered. The results of those are compared with an uncoated steel piston.

Indicated specific fuel consumption at full load for tests with coated and uncoated pistons.

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Cons:

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• The indicated specific fuel consumption was higher for all tested thermal barrier coatings than for an uncoated engine.

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• SPS coating with yttria-stabilized zirconia as topcoat material showed increased exhaust temperature.

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• Within the SPS GZ top coat at the piston lip, SEM analysis of polished cross-sections of the pistons after the engine test revealed horizontal cracks.

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Pros:

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• Suspension plasma-sprayed (SPS) coating with gadolinium zirconate is the best performing thermal barrier coating for indicated specific fuel consumption.

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• SPS thermal barrier coatings showed reduced heat losses through the piston and less heat redirected to the cylinder head than conventional atmospheric plasma-sprayed (APS) thermal barrier coating.

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METHODOLOGIES

3.MATERIALS

#SUGGESTION 4: Using the copper dispersion-strengthened composite material for friction pairs and valve guides�

• Using the copper dispersion-strengthened composite material with increased indexes of heat - and wear - resistance for heavy-duty friction pairs parts and for valve guides of a high-forced internal combustion engine.

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• Shalunov and Vladimirova, from their research, obtained the material, containing (in % wt): aluminum − 2.90; carbon − 1.20; oxygen − 0.20; copper - the rest. The developed material has a recrystallization temperature of 1000 °C.

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Cons:

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• Increase in weight for replacing aluminium by copper. Extensive analysis of the dimension instability of Copper alloys required

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Pros:

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• The developed dispersion-strengthened composite material based on copper, due to the balanced chemical composition and structure, exhibit high physical and mechanical, and operational characteristics and, above all, heat - resistance and wear - resistance, which allows it to be recommended for use in highly resourceful parts operating in friction units under conditions of significant cyclic mechanical and thermal loads and boundary friction.

METHODOLOGIES

4.LUBRICATION

LUBRICATION

#SUGGESTION 5: Increasing the media supply temperature �

• K. Cristioph suggested that increasing the media supply (lubricant and coolant) temperature by 20℃ from 70℃ to 90℃ results in a significant decrease in friction.

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• Crankshaft journal bearings (main and big end bearings) shows a prominent decrease in the friction loss values when the lubricant supply temperature was increased by an amount of 16% to 30%.

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• For the piston group arrangement, the same trend is applicable for a wide range of engine speeds.

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• Operating at low load and engine speeds varying between 1500 rpm and 2500 rpm, FMEP decreases by 16%.

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• For engine speeds lower than 2000 rpm and high engine loads, the FMEP values partially increase up to 7%.

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• On the other hand, the valve train friction losses increase with increasing engine media supply temperature in the range of 9% to11%.

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• The contribution by valve train is less compared to the contribution by the journal bearing and the piston group towards the total loss.

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Cons:

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• Need a source capable of delivering lubricant at high temperature.

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• Valvetrain friction increases with increase in temperature but it is less comparing to the decrease of friction caused by increase of temperature in piston assembly and journal bearing.

• For engine speed less than 2000 rpm and high load condition, frictional loss increase with increase in temperature for piston assembly, which is not preferable.

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Pros:

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• The friction can be significantly reduced

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• Easy to implement. Even lubricants like SAE 5W40 or 15W40 can be used as they are stable at specified temperature range.

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• Suitable for engine speeds higher than 2000 rpm and low loads.

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#SUGGESTION 6: Using an ultra-low viscous lubricantwith a suitable additive (zinc dialkyldithiophosphate (ZDDP))�

• K. Cristioph reported that a 0W20 ultra-low viscosity oil results in reduction in friction of 8%.

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• This reduction was mainly achieved by reduction in friction associated with journal bearing of a heavy-duty diesel engine.

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• Using a low viscous lubricant also increases the chance of metal to metal contact. In order to tackle this problem, we came up with an idea to use additive like zinc dialkyldithiophosphate (ZDDP) which can avoid metal to metal contact.

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Cons:

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• As it is a new idea we developed, it requires experimental verification before being used.

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Pros:

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• Easy and not that costly to implement.

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• Innovative idea and less explored approach.

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• The low viscosity lubricant may not be 0W20 always, we are free to experiment with lubricants which are less viscous than the one which caterpillar is using presently.

#SUGGESTION 7: Using appropriate nanomaterials as lubricant additives�

• The principle behind application of nanoparticle additives in lubrication are based on the principles of solid lubrication.

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• They are mostly used in lubricants due to their anti-wear, anti-friction and extreme pressure.

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• Their various advantages include small size, thermal stability, variety of particle chemistries and a high reaction rate with the surface without induction period.

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Metal chalcogenides

• Lowest-friction materials known in dry and vacuum environments

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• These advantages translate into longer equipment operation, increased fuel efficiency and extended maintenance intervals.

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• Molybdenum disulfide, tungsten disulfide, tungsten diselenide, niobium selenide, molybdenum diselenide, tantalum sulfide, copper sulfide

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Cons:

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• Degrade rather quickly in moist and oxidizing environments

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• Tend to oxidize at elevated temperatures

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Pros:

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• Work best in vacuum or dry running conditions.

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• Highly anisotropic physical properties.

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• Weak binding between layers leads to the useful lubrication properties

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• Well-suited for cryogenic applications

COST ESTIMATION

New Cost = Cost of the part considered + Cost of improvement made

TAKEN: 1kg covers 13 square metre coating; 20% ZDDP additive; 0.3 wt.% Nano additive;

DESIGN

PISTON NORMAL COST = 13000

TOTAL COST = 13000 + 2000 approx. ∀ DESIGN CHANGE + 1000 ∀ (ENERGY + LABOUR/SUPERVISION)

TOTAL COST = 16000

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TITANIUM-NICKEL (TiNi) ALLOY COATING

■ 20 per gram

■ 1m2 requires 7.6 grams

=> 7.6 * 20 = 150

TOTAL COST = 13000 + 2000 approx. ∀ DESIGN CHANGE+ 150 +1400 ∀ (ENERGY + LABOUR/ SUPERVISION) ≈ 16,500

IMPACT ASSESSMENT AND SUMMARY

REFERENCES

[1] James. C.J. (2010). Analysis of Parasitic Losses in Heavy Duty Diesel Engines. Massachusetts Institute of Technology.

[2] Andersson P., Koskinen J., Varjus S., Gerbig Y., Haefke H., Georgiou S., Zhmud B, Buss W. (2007) Micro lubrication Effect by Laser-Textured Steel Surfaces, Wear, Vol. 262, pp. 369-379.

[3] Vijay K. Patel, Bharat M. Ramani. "Investigation on laser surface texturing for friction reduction in multi-cylinder internal combustion engine" International Journal of Ambient Energy 2019.

[4] Shalunov, E.P. and Vladimirova, Y.O., 2021. Heat-and wear-resistant comMaterialsposite material based on copper powder for heavy-duty friction pairs. Today: Proceedings, 38, pp.1784-1788.

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REFERENCES

[5] Knauder, Christoph & Allmaier, Hannes & Sander, David & Reich, Stefan & Sams, Theodor. (2015). Analysis of the Journal Bearing Friction Losses in a Heavy-Duty Diesel Engine. Lubricants. 3. 142-154. 10.3390/lubricants3020142.

[6] Deepika Nanotechnology implications for high performance lubricants. SN Appl. Sci. 2, 1128 (2020).

[7] Thibblin, A. and Olofsson, U., 2020. A study of suspension plasma-sprayed      insulated pistons evaluated in a heavy-duty diesel engine. International Journal of Engine Research, 21(6), pp.987-997.

[8] Mahade S, Narayan K, Govindarajan S, Björklund S, Curry N, Joshi S. Exploiting Suspension Plasma Spraying to Deposit Wear-Resistant Carbide Coatings. Materials. 2019; 12(15):2344. https://doi.org/10.3390/ma12152344

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QUESTIONS??

Thank You!!