Lubrication and Piston Rings Amoser

Tribology:
Lubrication Systems
and Piston Rings
Service Engineer Meeting

January 13/14, 2003
w:\7055\tribology\amom\tribo\tribo_docu\service_meeting2003\lubrication&pistonrings.ppt 17.01.2003 / 1
Lubrication Systems
Lubrication Systems
• Experience with Accumulator Lubrication
• New developments
• Other systems
Standard Cylinder Lubrication on RTA engines
Accumulator Lubrication
• Lube oil distribution by grooves and piston rings

• Timing self adjusting (controlled by pressure difference)
• Long time experience available
• Good operating results in service with and without
TriboPack and feed rates below 1.0 g/kWh (0.75 g/BHPh)
• Successful tests on RTX3 lab engine with 0.8 g/kWh
(0.6 g/BHPh)
• Potential for further reduction of feed rate in combination
with TriboPack
Liner wear without TriboPack
Specific liner wear
Cylinder lube oil feed rate 1.3…1.4 g/kWh (1.0…1.1 g/bhp)
Standard equipment (without TriboPack)
0.200
0.180
RTA84C RTA96C
0.160
Specific wear [mm/1000h]
0.140
1.7 g/kWh (1.2 g/bhp)
0.120
0.100
0.080
0.060
0.040
0.020 1.1 g/kWh (0.8 g/bhp)
0.000
0 5'000 10'000 15'000 20'000 25'000 30'000
Running hours since liner mounted
Liner wear with TriboPack
Specific liner wear
Cylinder lube oil feed rate 1.35 g/kWh (1.0 g/bhp)
TriboPack
0.200
0.180
12RTA84C
0.160
Specific wear [mm/1000h]
0.140
0.120
0.100
0.080
0.060
0.040
0.020
0.000
0 5'000 10'000 15'000 20'000 25'000 30'000
Running hours since liner mounted
Cylinder wear in relation to Lube oil feed rate
RTA 8 and RTA 2 series

Average cylinder wear [mm/1000h]
0.8
RTA T,C and U
0.6
0.4
0.2
0
<0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 >2.0
Lube oil feed rate [g/kWh]
Recommended Lube oi feed rate
Development of cylinder lubrication
Feed rate
g/BHPh g/kWh
1.6
2
1.4
1.8
1.2 1.6
1.4
1
1.2
0.8
1
0.6 0.8
Development
Today without
0.6 steps
Today with
0.4
TriboPack
TriboPack
New Lubrication Systems
New Developments at WCH

• Inner lubrication
• Pulsed lubrication
Inner lubrication
• Lube oil distribution through
piston
• Controlled timing
• Tests on 4RTX3 with feed
rates down to 0.5 g/kWh
completed by end of 2002
Next steps
• Field test planned in 2003
Pulsed lubrication
• Controlled timing with full
flexibility of timing point
• Precise dosage even for low
feed rates
• Based on former experience
from 4RTX54 lab engine
• Function tests on test rig
Next step
• Engine test on 4RTX-3 in 2003
Other Lubrication Systems
SIP lubrication
• Lube oil distribution with atomizing injection valve
• Jensen lubricator with controlled timing
• Field tests by MHI on 2 x RTA84C (Evergreen, 1 g/kWh)
• Lab tests on 4RTX3 (1 cyl., with difficulties)
• Field test startet on 7RTA84C M/V Nicoline Maersk
• First serial applications by MHI on RTA96C engines
Open questions
• Spray pattern at low feed rates and small bore / long stroke
• Adaptation of timing/feed rate to operating conditions
Accumulator lubrication vs. SIP lubrication
Accumulator SIP lubrication

lubrication (scheme by
H. Jensen)
B&W Lubrication Systems

• Mechanical system: Speed dependent oil feed rate
• Initial alpha system: mep dependent oil feed rate
• ACC (adaptive alpha system): load dependent feed rate
(same as accumulator system)
Note:
• Higher dependence on sulfur content of HFO due to
"controlled corrosion" concept
Specific lubrication oil feed rate
200%
Speed dependent
Specific lubrication oil feed rate
mep dependent
150% SULZER load dependent
100%
50%
0%
0% 20% 40% 60% 80% 100% 120%
Load
Piston Rings
Piston Rings
• Standard piston rings
• Service experience with CC rings
• Service experience with RC rings
New Piston Ring Equipment
• Reduction of number of articles

• Standardized designations
• Ring Configurations:
Top ring with Tribo Pack: Chrome Ceramic coating
Top ring as Alternative: Running in coating
Lower rings: Running in coating
• All rings straight cut gap
• All rings preprofiled or barrel shape
New Piston Ring Designation
Standardized designation:
oáåÖ=d~é
Ring gap
J=p`
- SC píê~áÖÜí=`ìí
Straight cut All designations have 8
J=dq d~ë=qáÖÜí
- GT Gas tight
J=^`
K0 ^åÖäÉ=`ìí
-K0 Angle cut characters
mêçÑáäÉ
Profile
J=mN
- P1 mêçÑáäÉÇ=çê=_~êêÉä=Ñ~ÅÉ
Profiled or barrel face Future extensions possible
J=pN pfmt^=mêçÑáäÉÇ
- S1 SIPWA profiled
J=kk `óäáåÇêáÅ~ä=EåçíÜáåÖF
- NN Cylindrical (nothing)
`ç~íáåÖ
Examples:
Coating
J=`o
CC `Üêçãáìã=`Éê~ãáÅ
-CC Chromium ceramic
J=o`
- RC oá^ë
Running in coating Old New
J=kk
- NN kçíÜáåÖ
Nothing
J=mi mä~ëã~
- PL Plasma
J=``
CR `Üêçãáìã SC0PRC16 SCP1RC16
oáåÖ=eÉáÖÜí GTBFC16 GTP1CC16
J=íïç=ÇáÖáíë
Black: New standard executions

Grey: Former executions
New Piston Ring Equipment
Standard piston ring equipment for all RTA engines

except 8-series:
(for details see Service Bulletin RTA43.2 and Spare part notices)
Former equipments Replaced by
Top ring K0P, K0PPL, K0PRC, SCP1CC (TriboPack)

SC0BFC SCP1RC (Alternative)
Lower rings K0, K0P, K0B, K0PRC, SCP1RC

K0BRC, SC0P, SC0PRC
Piston Ring Manufacturers
Piston Ring Materials for RTA Engines
Supplyer GG spec. III GGV

(Cast iron) (Cast iron with
Marking vermicular graphite) Marking
Daros, Sweden RM4 RM4 Darcast DAC
RVK RVK
Federal Mogul Goetze, LP8 LP8 VP6 VP6
Germany
Nippon Piston Ring, Uballoy III U3 Tarkalloy G TG
Japan
Riken, Japan Riken 47 R7 Riken 29V-D R9VD
Piston Ring Manufacturers
Piston Ring Coatings for RTA Engines
Supplyer RC CC
Running in coating Low wear, high scuffing
resistant coating
Daros, Sweden RIAS TRITOR
(2 layer sprayed coating) (Chrome Ceramic, galvanic
coating)
Federal Mogul Goetze, Mo CKS37
Germany (sprayed coating) (Chrome Ceramic, galvanic
coating)
Riken, Japan CPN200 -
(galvanic coating)
Chrome Ceramic Coating
Service experience of chrome ceramic coatings

• Benefits of chrome ceramic coating
• Crack network on running surface
• Ring blockage due to deposits on ring back
(overlubrication)
• Hard contact on ring ends
• Brown layer on cylinder liner
Chrome Ceramic Coating
Benefits
• High thermal stability due to non-metallic particles Al2O3

assures good tribological behavior
• High wear resistance
• Life time exceeds 3 year
Crack Network of Chrome Ceramics Coating
Crack Network
a) Micro Cracks
The fine micro cracks on the Chromium ceramic coating are already
formed during the plating process. These cracks are partially filled
with the ceramics particles (Al2O3). The micro cracks are only visible
by microscope.
Crack Network
b) Macro Cracks
During normal operation condition macro cracks may be generetad

due to thermal load. They are visible by eye. They may cover only
on a part or over the whole running surface. Macro cracks may
extend through the whole coating thickness but they do not continue
into the base material. Therfore the material properties of the base
material is not affected. The cracks which can be observed on 2-
stroke engines looks same as the macro cracks on 4-stroke
engines, where chromium ceramic coating are operating well since
long time.
Coating with chromium ceramic

Chromium layer Ceramic particle
Micro cracks
Micro cracks
stop at layer
Width of boundary
micro crack
Layer thickness
Base material
Microscopic structure of the running surface
Chromium layer
Micro Crack
Ceramic particle
Cracks in the chromium ceramic coating

(Cross section)
Micro cracks
Macro crack
Base material
Secondary crack network on running surface
500 running hours 3500 running hours
Macro cracks
Ring blockage due to deposits on ring back
Gas flow behind ring
Gas flow through ring gap
Lube oil and loose deposit
Hard deposit on ring back
Piston ring
Ring land
Piston
Ring blockage due to deposits on ring back
Scuffing of Chrome Ceramic ring due ring

blockage
Coke formation on ring Scuffing marks on

back running surface (same
ring)
Hard Contact at Ring Ends
Observation
On chrome ceramic (TRITOR) top piston rings we observed in the past
signs of hard contact and some TRITOR peal off at the ring ends. These
observation usually is not critical but we want to improve the wear
pattern.
Usual appearance, no In singular cases scratches on

scratches on liner surface liner surface have been
observed observed after shop test
Piston Ring Manufacturing
Machining
Sulzer RTA Piston Rings
Pressure distribution at room temperatur and

nominal cylinder diameter
Ring with zero ovality Ring with negative ovality
Sulzer RTA Piston Rings
Pressure distribution at operating condition

(Ring with negative ovality)
Cause
Due to the excellent wear behaviour of TRITOR rings, even a minor
deviation of the piston ring ovality is visible in the wear pattern after shop
test. The piston ring ovality is responsible for the pressure distribution of
a piston ring.
Measurement of ring ovality Pressure distribution of a piston ring
Countermeasure
In collaboration with DAROS, we found a measure to avoid the hard
contact in future. The method is to apply a slightly modified end
correction already during the machining process of the piston rings. This
correction is based on the deformation of actual liner and ring during
normal running conditions and has been determined by a FE calculation
by DAROS. This modification does not affect the main dimensions of the
ring but increases slightly the negative ring ovality at room temperature.
Actions taken
The modified piston rings are tested on a RTA84T-D and a RTA96C
engine at shop test in summer and autumn of 2002. After the inspection
of the running pattern a further optimization of ring geometry may be
applied if neccesary. The resulting ring geometry will be used for
standard rings by beginning of year 2003.
Improved wear pattern at ring edges (after shop test)
Brown layer on cylinder liner
Reaction layer at TDC of cylinder liner

On some engines equiped
with chrome ceramic rings
a brown reaction layer at
TDC position can be
observed on the cylinder
liner.
This phenomenon is not
fully investigated but did not
cause any problems in
service.
Honing marks are still

visible in the brown area
Running in Coating
Service experience of running in coatings

• Benefits
• Peel off
Running in Coating
Benefits
• RIAS is a two layer coating which is designed for fast

running in
• The upper layer is soft with a fast sealing property
• The lower layer is harder with an increased scuffing
resistance
• The coating is intended to wear down after 100…200
running hours
Running in Coating
RIAS Coating (Running In Anti-Scuffing)
Anti Scuffing
Running in
RIAS Coating
Peeling off
• In some cases a peeling off has been observed
• Good behavior of RIAS rings is not affected
• Rings need not to be exchanged
• Reason: Small bubbles within the layer coming from the
spraying process
Peel off after 25 running hours Peel off after 80 running hours
RIAS Coating
Countermeasure
• Modification of the spraying process (since summer 2002)
• Existing rings can still be used
Ring with modified spraying Ring with modified spraying

process after 30 running process after 100 running hours

Lubrication and Piston Rings Amoser

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Tribology:

Service Engineer Meeting

• Lube oil distribution by grooves and piston rings

0.020 1.1 g/kWh (0.8 g/bhp)

RTA 8 and RTA 2 series

New Developments at WCH

Accumulator lubrication vs. SIP lubrication

Accumulator SIP lubrication

B&W Lubrication Systems

• Reduction of number of articles

Black: New standard executions

Standard piston ring equipment for all RTA engines

Former equipments Replaced by

Top ring K0P, K0PPL, K0PRC, SCP1CC (TriboPack)

Lower rings K0, K0P, K0B, K0PRC, SCP1RC

Piston Ring Materials for RTA Engines

Supplyer GG spec. III GGV

Piston Ring Coatings for RTA Engines

Service experience of chrome ceramic coatings

• High thermal stability due to non-metallic particles Al2O3

• High wear resistance

• Life time exceeds 3 year

During normal operation condition macro cracks may be generetad

Coating with chromium ceramic

Microscopic structure of the running surface

Cracks in the chromium ceramic coating

Secondary crack network on running surface

500 running hours 3500 running hours

Gas flow behind ring

Gas flow through ring gap

Lube oil and loose deposit

Hard deposit on ring back

Scuffing of Chrome Ceramic ring due ring

Coke formation on ring Scuffing marks on

Usual appearance, no In singular cases scratches on

Pressure distribution at room temperatur and

Ring with zero ovality Ring with negative ovality

Pressure distribution at operating condition

Measurement of ring ovality Pressure distribution of a piston ring

Improved wear pattern at ring edges (after shop test)

Reaction layer at TDC of cylinder liner

Honing marks are still

Service experience of running in coatings

• RIAS is a two layer coating which is designed for fast

RIAS Coating (Running In Anti-Scuffing)

Ring with modified spraying Ring with modified spraying

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