高功率密度柴油机缸套-活塞环摩擦副磨损失效机理  

Wear Failure Mechanism of Cylinder Liner-Piston Ring Friction Pair for High Power Diesel Engines

作　　者：李奇[1] 王宪成[1] 何星[1] 蔡志海[2] 和穆[1] 

机构地区：[1]装甲兵工程学院机械工程系,北京100072 [2]装甲兵工程学院装备再制造工程系,北京100072

出　　处：《中国表面工程》2012年第4期36-41,共6页China Surface Engineering

基　　金：国家自然科学基金(50901089)

摘　　要：为延缓摩擦副磨损失效,提升高功率密度柴油机的寿命,同时为减磨措施提供理论依据,研究缸套—活塞环摩擦副的磨损失效机理。利用扫描电子显微镜-能谱仪(SEM-EDS)对原始及实际使用500h以后失效缸套和活塞环的表面形貌和化学成分进行了分析。结果表明:对于缸套,上止点附近的磨损机理为综合的磨粒磨损、粘着磨损、腐蚀磨损。缸套中部磨损机理与上止点附近相似,但没有发生大面积的粘着磨损。下止点附近的磨损机理以磨粒磨损为主。梯形环表面的铬电镀层失效,失去了保护基体的作用,磨损机理为综合的磨粒磨损、粘着磨损、疲劳磨损。扭曲气环表面仍然覆盖着比较完整的铬电镀层,磨损机理以磨粒磨损为主。To delay friction pair failure,improve the life span of high power diesel engines,and provide theory for decreasing the wear of cylinder liner and piston ring friction pair,the wear mechanism of friction pair was investigated.The morphologies and chemical composition of original and failure（after 500 h） cylinder liner and piston rings were analyzed by SEM-EDS.The results show that the wear mechanism of top dead center（TDC） nearby is comprehensive abrasive wear,adhesion wear and corrosion wear.The wear mechanism of middle location is similar to that of TDC,nevertheless adhesion wear is not serious.The wear mechanism of bottom dead center（BDC） nearby is mainly abrasive wear.Cr coating of the top ring is worn out,and steel is exposed.The wear mechanism is comprehensive abrasive wear,adhesion wear and fatigue wear.Generally,Cr coating of the second ring is complete and wear mechanism is abrasive wear.

关 键 词：缸套 活塞环 磨粒磨损 粘着磨损 

分 类 号：TG115.58[金属学及工艺—物理冶金]