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Study on Influence of Cylinder Liner Surface Texture on Lubrication

Performance for Cylinder Liner–Piston Ring Components

Article in Tribology Letters · July 2013

DOI: 10.1007/s11249-013-0141-y

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 Study on Influence of Cylinder Liner Surface Texture on Lubrication Performance for
Cylinder Liner-Piston Ring Components

Zhiwei Guo 1, 2, Chengqing Yuan 1, 2*, Peng Liu1, 2, Zhongxiao Peng 3, Xinping Yan 1, 2

1. School of Energy and Power Engineering, Wuhan University of Technology, Wuhan 430063, China;

2. Key Laboratory of Marine Power Engineering & Technology (Ministry of Communications), Wuhan University
of Technology, Wuhan 430063, China

3. School of Mechanical and Manufacturing Engineering, The University of New South Wales, Sydney, Australia

Abstract：A marine diesel engine, where the cylinder liner-piston ring (CLPR) pair is one of the most important

rubbing pairs, is the heart of a marine system. Studying the lubrication characteristics of the CLPR will provide a
guide for rational design of the CLPR to reduce wear and prolong its service life. The surface texture features have a
significant impact on the lubricating performance of the CLPR. In this study, the tribological system of the CLPR
was investigated. Different surface textures (such as different sizes of surface concaves and grooves, etc) were
designed and produced on the cylinder liners using surface treatment. A series of experimental tests were then carried
out in a specially designed diesel engine tester to investigate the tribological characteristics of the treated cylinder
liner-piston ring pairs. The comparison analyses of the worn surface texture features, element content of the
lubrication oil and abrasive particle characteristics were conducted under different wear surface texture features and
cylinder liner speeds. The analysis results showed that there were significant differences in the tribological and
lubrication properties of the rubbing pairs in different wear surface texture features. The wear performance of the
CLPR pair with a regular concave texture was superior to that of the concave and groove, and regular groove
textures. In addition, the regular concave with a depth-diameter ratio of 0.1 was the most effective surface texture to
improve the lubrication and wear properties of the CLPR pairs. It is believed that the knowledge obtained in this
study provides the real practical basis for tribological design and manufacturing of CLPR pair in marine diesel
engines.

Key words: marine diesel engine; cylinder liner -piston ring (CLPR); surface texture; tribological properties; wear
particle analysis

1 Introduction

A marine diesel engine is the heart of a marine system. The normal operation of marine diesel engines
ensures the scheduled completion and efficiency of a trip. Any failures may result in significant economic losses and
severe accidents [1]. However, the engines often suffer from the deterioration of rubbing pairs. The results of
previous research showed that the main problems in marine diesel engines are caused by failures of the typical
friction pairs. These friction pairs include a cylinder liner-piston ring (CLPR) and sliding bearings, etc [2]. The CLPR
pair is one of the most important rubbing pairs in the internal combustion engines. The harsh tribological condition
has a great influence on the reliability and durability of the rubbing pair. Literature review shows that about 45% of
the mechanical loss is contributed by the friction of the piston assembly [3]. Under the premise of reliable seal
conditions of the combustion chamber, lubrication performance determines the friction loss and wear between the
cylinder liner and piston ring [4].

1
 Operation conditions of the CLPR pair are very complex. Their working conditions are very rigorous, and
are required to bear a high temperature and a high pressure. The wear form of the CLPR pair is also complex.
Adhesive wear, abrasive wear and corrosion, etc can all be found in the CLPR pair. Thus, it is prone to failure. It is
therefore necessary for in-depth research into the optimization to improve the operation performance of the CLPR
pair. The optimization modes of the CLPR pair can be divided into three types: use of new counterpart materials [5],
use of a coating process [6] and use of surface micro processing [7].

Surface texture modeling has attracted much attention in recent years as surface texturing can significantly
improve the tribological performances of sliding pairs. Investigation of different geometric shapes, surface textures
and their tribological properties has both theoretical significance and application prospect for designing and
producing matching micro geometric morphology [8]. Various models including numerical [9], lubrication [10, 11]
and analytical [12-14] ones were developed to study and/or reduce the friction between a piston ring and cylinder
liner by alternating the surface textures. In particular, Fu [11] reported that the lubrication effect was superior when
the piston ring had a regular microstructure in the form of parabolic profile dimples and the micro reentrant area share
was 15%.

Experimentally, the following investigations were carried out to study surface texturing effects. Rouen and
Etsion [15] investigated the influence of the depth to diameter ratio and area ratio on the friction. Etsion and Sher [16]
evaluated the effect of partially laser surface textured piston rings on the fuel consumption and exhaust gas
composition of a compression–ignition IC engine. Wo´s and Michalski [17] described the distinctions between
variations in the performance of the engines in relation to cylinder liner roughness parameters due to different honing
settings. The results showed a significant impact of the brand-new honed cylinder liner surface microstructure on the
engine output parameters. Michalski and Wo´s [18] studied the distinctions between piston–cylinder assembly wear
of the engines varied by cylinder liner roughness parameters. Scaraggi [19] presented measurements of friction
coefficient of lubricated laser surface textured microstructures with two different geometries. Wang [20] and other
researchers studied the effect of the surface lubrication performance on the piston–cylinder assembly. These
researchers showed that the main factors influencing surface tribological properties were the changes in real contact
area and plastic contact area caused by regular concave lubrication. Kovalchenko and Ajayi [21] discussed the effect
of laser-textured surfaces on the tribological properties under a point ball-on-flat contact configuration. The results
showed that disks with a higher dimple density produced more abrasive wear on the ball specimen. However, this
higher wear rate led to a faster generation of conformal contacts and a transition from the boundary to mixed
lubrication regime, resulting in a rapid reduction in the friction coefficient with increased ball wear. The wear rate is
higher in tests with lower viscosity oils. Zhao et al. [22] designed and prepared the regular textured silicon surfaces
with various shapes and different geometrical parameters using inductively coupled plasma (ICP) etching technology.
Influences of the texture shape and geometrical parameters on the wetting behaviors of textured surfaces were
systematically evaluated．The results showed that the wetting behaviors of textured silicon surfaces were closely
related to the texture shapes and geometrical parameters. Wang et al. [23-25] did a lot of work on the bearing
capacity and lubricating property of surface texture in the mixed to fluid dynamic pressure lubrication regime. In
order to study the effects of surface textures on the tribological performances of the piston skirt and cylinder liner,
they fabricated dimple patterns with four different diameters and five different depths on the piston skirt by
micro-electrolytic machining. A reciprocating tester was developed to simulate the motion state in the engine. The
friction tests between the piston skirt (upper specimen) and the liner (lower specimen) were carried out on the rig.
The results showed that the surface texture had an obvious friction reduction effect, and that the texture with a
diameter of 250 μm and depth of 5 μm could reduce the friction coefficient by 37. 8% on the condition of 200 N and
200 r/min. Previous work indicates that the surface texture plays an important role in wear resistance [26].

2
 Up to date, the studies of cylinder liner surface texture features have mostly been limited to theory,
simulation and using a reciprocating tester. In addition, limited quantity studies were conducted on the effects of the
surface textures of cylinder liners with assistance of wear debris analysis for better understanding of wear
mechanisms and lubrication performance. Hence, this work aimed to study the influence mechanism of cylinder liner
surface texture on the lubrication performance of CLPR components. A series of experiments have been carried out
on a diesel engine set-up, which provides experimental data much closer to that of real applications than tribometers.
The findings of this work contribute to understanding of the influence of the surface micro processing on the CLPR
pair and can be referred to in practice.

2 Experiment and Methodology

2.1 Experimental Apparatus

All experiments were conducted using a simulation tester [27], which has been designed for studying the
tribology and vibration characteristics of key parts in an internal combustion engine. This tester is mainly composed
of a single-cylinder engine tester, a control cabinet and a servo motor. The power system is provided by the servo
motor, which changes the engine speed by controlling the frequency of the motor. The sketch map of the simulation
tester is shown in Fig 1. The tester can simulate a diesel engine under various speeds and axial loading conditions,
and the vibration signal and the oil can be collected for condition monitoring and wear analysis [27].

(a) (b)

1-Oil pan; 2-Clutch pedal; 3-Cement base; 4-Electromotor; 5-Clutch; 6-Flywheel; 7-Left-side sliding bearing; 8-End
cover; 9-Frame; 10-Cyclinder liner; 11-Resistance wire; 12-Cylinder head; 13-Bolt; 14- ‘O’ shape sealing ring;
15-Piston ring; 16-Piston; 17-Bearing seat; 18-Right-side sliding bearing; 19-Crankshaft

Fig 1. The simulation tester: (a) appearance; (b) schematic diagram.

To accelerate the tribo-tests to obtain the results in a reasonable time frame, special lubricating oil without
additives was used in this study. 70 N based oil with a kinematic viscosity of 13 mm2/s at 40C was used and a range
of test temperatures was 20-40C.

3
Fig 2. The picture of the testing cylinder liner. Fig 3. The arrangement of the oil collection of the cylinder
liner–piston pair.

In the operation process of the diesel engine, the lubrication oil was collected at different speeds. In order to
collect the oil samples, an annular half dovetail groove was designed in the inner surface of the cylinder liner and a
hole (indicated by the red arrow in Fig 2) was processed in the positive direction of the dovetail groove so that the
lubricating oil could smoothly pass through the half dovetail into the collection tube (see Fig 3).

2.2 Test Sample Preparation

In the experimental tests, two groups of cylinders with different surface texture processing parameters were
prepared using grinding and honing processes. The selection of the geometries was based on existing work [11, 19] in
which a dimpled surface was reported to reduce friction although its mechanism was not fully studied and understood.
The valley depths of the cylinder liner surfaces were determined by the honing process. Laser surface textured (LST)
technique [11] was employed to produce the tested surface textures including the regular surface-concave, regular
surface-groove and concave coupled with groove. The LST was not applied over the full stroke length. Only a portion
of the inter surface was textured and they were on the main and anti thrust face respectively. All the surface textures
were distributed on the top of the annular half-dovetail groove. The area and the number of concave or groove were
shown in Fig 4. The direction of the grooves was in the same direction as the sliding motion. The surface texture
processing parameters are shown in Table 1. The cylinders were composed of cast iron, and the geometrical
dimensions were 115 mm in internal diameter and 105 mm in stroke. Geometric models of six treated cylinders are
shown in Fig 4.

Table 1. Processing parameters of the internal surfaces of the cylinder liners.

Concave Groove
Group Cylinder liner numbers
Diameter Depth Depth-diameter ratio Length Width Depth
Untreated cylinder A —— —— —— —— —— ——
Regular concave B 2 mm 200 μm 0.1 —— —— ——
1 Regular groove C —— —— —— 20 mm 1 mm 200 μm
Concave and groove D 2 mm 200 μm 0.1 20 mm 1 mm 200 μm
Regular concave E 1 mm 300 μm 0.3 —— —— ——
2 Regular groove F —— —— —— 40 mm 3 mm 300 μm
Concave and groove G 1 mm 300 μm 0.3 40 mm 3 mm 300 μm

4
 32 21 21
2 1 9 1 1 9 1
2x64
1

2
32

20
20
2x5

B C D
(a) The first group of cylinder liner
21 21
32
1 3 6 3 3 6 3 3
3
1x256

4.5
1x16

2
32

40
40 ... ... ... ...

E F 4.5 G

(b) The second group of cylinder liner

Fig 4. The diagrams of two groups of cylinders with different surface texture processing parameters.

2.3 Wear Tests

The tests contained 2 groups of three different surface texture cylinder liners and an untreated cylinder liner.
Each cylinder liner-piston ring ran for 5 days. Every day, the tests ran at 200r/min for 2 hours, 400r/min for 2 hours
and then 800r/min for another 2 hours. The specific steps are as follows:

1) Measure the initial appearance of the un-tested cylinder liner in the surface profiler, and then put the
cylinder liner and new piston ring into the test machine.

2) Inspect the electrical equipment and data acquisition circuit.

3) Run it at a speed of 200r/min for 15 minutes; collect the lubricating oil of the cylinder liner into the oil
collecting.

4) Turn the speed to 400r/min for 15 minutes; collect the lubricating oil of the cylinder liner into the oil
collecting.

5) Turn the speed to 800r/min, and run it for 15 minutes at that speed; collect the lubricating oil of the
cylinder liner into the oil collecting.

6) Measure the surface morphologies of the cylinders using a surface profilometer after the tests.

5
 After completion of each experiment, the lubricating oil was drained and cleaned to ensure that each
cylinder liner ran in the same lubrication condition. A new ring was used for each test to make sure that there were
consistent initial conditions in the experiments. In addition, before starting-up the motor, the cooling water pump
must run for a period of time to ensure that each cylinder liner was at the same initial temperature. Temperature
sensors were used to measure the temperature of the CLPR, and the same initial temperatures of the different surface
textures cylinder liners were controlled using a temperature control unit.

2.4 Wear Characterization Techniques

The quantitative studies of the wear properties and features were conducted through surface topographical
analysis, composition examination, particle concentration (number) and size distribution study. Brief information of
these techniques used in this work is provided below.

The topographies of the prepared sample surfaces were measured using a 3D surface profilometer before and
after the tests and at the same locations. The tip radius of the stylus was 2 μm. In order to ensure the accuracy of the
measurements, eight regions were measured and analyzed. There were four measuring regions on both main and anti
thrust surfaces. The four measuring regions were symmetrical on the center line of the main thrust surface, and the
size of each area was 0.8 mm × 0.8 mm. To determine an appropriate sampling interval for the wear analysis, an area
of 0.8 mm × 4.0 mm on the smooth cylinder liner was sampled with three sampling intervals of 1 μm, 5 μm and 10
μm. The analysis results demonstrated that the three sampling intervals were similar. From an efficiency point of
view, the sampling interval of 10 μm was chosen for the surface characterization.

According to the features of the cylinder liner surfaces, the four common surface height-related parameters

were adopted as follows: surface average roughness ( S a ), root mean square ( S q ), surface inclination ( S sk ), and

surface kurtosis ( S ku ). The calculation formulas of the four parameters were described as follows [26]:

1 M 1 N 1
Sa   Z xk , yl   u ,
MN 0 0
(1)

M 1 N 1

 Z x , y   u 
1
Sq 
2
k l
, (2)
MN 0 0

M 1 N 1

 Z x , yl   u  ,
1
S sk  (3)
3
k
MNS q3 0 0

M 1 N 1

 Z x , y   u 
1
S ku  , (4)
4
k l
MNS q4 0 0

, yl  , Z xk , yl  is the height value for xk , yl  ,

M 1 N 1
where, u  1
MN
 Z x
0 0
k
M is the sampling points

for the direction of x, and N is the sampling points for direction y.

Atomic spectrum analysis technique was used to locate the wear sources of the diesel engine by detecting
wear particle compositions and to examine the wear severities by monitoring their changes. Since the quantity, color,
shape, size and morphology characteristics of wear debris are closely related to wear conditions, wear particle
analysis using the filtergram method [29] was performed to identify the fundamental mechanisms of the wear
processes. In this work, filtergrams were prepared using the lubricating oil collected in the tests. The filtergrams were
6
then observed and imaged under an optical microscope with a CCD camera. The images of the filtergrams were
transformed into the binary images using the algorithm of automatically threshold division, and then the function of
expansion and skeletonization [28] were used to isolate the particles from their background. The sizes, numbers and
shape morphologies of the wear debris were calculated in Matlab and analyzed to determine the tribological
characteristics of the friction pairs and their wear mechanisms.

3 Results and Discussion

3.1 Surface Topographies Analysis of Cylinder Liner Worn Surface

(a) (b)

Fig 5. The morphology of the untreated cylinder liner after honing: (a) photograph and (b) profilometry in an area of 80
mm × 80 mm.

Fig 5 shows the untreated cylinder liner surface. It can be seen that the cylinder liner surface had scratched
lines after the honing process and the scratched line size was about 10~30 μm in width and 0.1~1 μm in depth.

7
 Table 2. The test parameters of the cylinder liner surface textures after the tests.

The first group of cylinder liners The second group of cylinder liners
A
B C D E F G

Main thrust
The
face
morphology
of the
cylinder
liner in
Anti thrust
surveyed
face
area

Depth (μm) 0-30 0-5 0-20 0-15 0-10 0-20 0-15

The
Width (μm) 25-180 15-50 20-180 20-150 25-100 25-200 25-180
macroscopic
Quantity of
parameters Many Fewest More Some Few Most Some
wear scar

Main Anti Main Anti Main Anti Main Anti Main Anti Main Anti Main Anti

Sa (μm) 2.25 2.88 0.61 0.35 1.35 1.22 1.13 0.89 1.90 2.00 2.82 2.38 2.58 2.05
The
Sq (μm) 3.21 3.85 1.42 0.4 2.39 1.60 1.62 1.05 2.58 2.76 4.02 3.18 3.51 2.74
microscopic
Ssk -0.92 -0.73 -0.47 0.16 -0.78 -0.71 -0.48 -0.52 -0.66 0.04 -1.59 -0.93 -1.14 -0.99
parameters
Sku 6.95 4.74 3.28 2.71 4.98 3.25 4.02 3.95 6.08 6.43 8.24 5.23 8.09 9.62

8
 Table 2 shows the test parameters of the untreated and treated surface textures after the tests. The scratch of
cylinder liner A was more severe than the others. There were a large number of scratches with large sizes on cylinder
liner A. It was observed that the lubrication performance of cylinder liner A was poor. According to the first group of
surface texture treated cylinder liners, cylinder liner C (regular groove) had the worst surface scratch, but cylinder
liner B (regular concave) only had a few sporadic scratches on the cylinder liner surface. Therefore, the lubrication
condition of cylinder liner B was good. It was inferred that, from good to bad, the lubrication conditions of the first
group of cylinder liner surface textures were ranked as regular concave, concave and groove, and regular groove. In
the second group, the conditions of the surface scratch were similar to the first group.

By analyzing and comparing the effects of the cylinder liner scratches of the two groups in the same surface
texture but different texture size, it was found that the cylinder liner scratch in the first group was smaller than that in
the second group. It was hypothesized that the first group of treated cylinder liner was better for the cylinder
liner-piston ring lubrication than the second group. Moreover, between these two groups, the surface of cylinder liner
B with a depth-diameter ratio of 0.1 had only minor scratches. The surface of cylinder liner E, which had a
depth-diameter ratio of 0.3, had significantly more scratches than the cylinder liner B, and the scratches’ depth of it
was relatively larger. It was clear that the cylinder liner with the small depth-diameter ratio was more conducive to
the lubrication of friction pair at the same micro texture treatment. Based on the macroscopically analyses on the
tested cylinder liner surface textures, it was concluded that the cylinder liner with surface concave could effectively
reduce the wear. The lubrication effects of the cylinder liner surface textures from good to bad were ranked as regular
concave, concave and groove, untreated cylinder liner, and regular groove. The geometric size of the surface texture
had a certain effect on lubrication. In the same micro treated surface, the lubrication situation of the cylinder liner
with a depth-diameter ratio of 0.1 was better than that of 0.3.

Because of friction and wear between the CLPR and the cylinder liner-piston skirt during the 5 days of
testing, the scratches along the generatrix direction were left on the surface of the cylinder liner. Moreover, the
formation of scratches had a direct relationship with the form of wear between the friction pair. Therefore, if the
scratch could be characterized, it could reversely deduce the wear mechanism.

During the wear tests, boundary lubrication was experienced between the piston ring and the cylinder liner
wall when the piston moved to the top and lower dead center in the generatrix direction of the cylinder liner. Coupled
with a high pressure and high impact and also due to other reasons such as when the stress of piston ring was
complex and/or the CLPR was operated in a corrosive environment, the initial wear was severe. In addition, in the
radial direction of the cylinder liner, the wear in the main and anti thrust face of the cylinder liner became severe due
to piston reversing. Therefore, the main wear area was the top dead center of the main and anti thrust surface in the
cylinder liner.

At a microscopic scale, the lubrication of the cylinder liner was inferred through quantitative topographic
studies of the main and anti thrust surfaces. The characteristic parameters were obtained by averaging the measured
surface topography parameters of the eight measured areas on the main and anti thrust surfaces. The microscopic
morphologies of a measurement region of untested CLPR A are listed in Table 3.

Table 3. The surface texture features of the CLPR A before the test.

Sa (μm) Sq (μm) Ssk Sku

The top ring 0.11 0.91 -1.06 5.08
Piston ring Second ring 0.053 0.74 -0.13 4.43
wiper ring 0.11 1.43 -0.22 5.82
Cylinder liner A Main thrust face 1.41 1.86 -0.60 5.08
9
 Vice thrust face 1.45 1.94 -0.96 7.22
All characteristic parameters of the tested samples are shown in the x-axis of Fig 6. This study compared and
analyzed the relationship among surface texture eigenvalues of each cylinder liner before and after the test to reveal
the effects of wear and lubrication on the cylinder liner and piston ring friction pair of the diesel engine with different
surface texture treatments.

Fig 6. The Surface texture features of the tested cylinder liners.

According to the S a values, the average surface roughness value of the tested regular concave cylinder
liner B was significantly lower than the roughness value before the test. It was believed that there were two main
reasons for that. First, the scratches generated by the honing process were smoothened or removed during the test.
Second, the surface texture structure of the concave cylinder liner could store oil and thus improved the lubrication
condition in its running process. Therefore, the wear loss of the cylinder liner during the test was basically from the

asperities left by the honing process. As a result, the cylinder liner surface was smoothened in the test. The S a values
of the other cylinder liners increased compared with those prior to the tests. The lubricating oil viscosity of the tests
was very low. An increase in the roughness indicated that the liners experienced a direct surface to surface contact
and severe wear during the tests, resulting in a rougher surface. Comparing the cylinder liners in the two groups,

the S a of the regular concave cylinder liner was minimal, the S a of the regular groove cylinder liner was maximal, and

the S a value of the concave and groove cylinder liner was in-between. These results showed that among the three

surface texture conditions, the regular concave was beneficial for lubrication. Comparison of the average roughness

value of the same type surface texture, the S a of regular concave B was less than that of regular concave E. It was

clear that a depth-diameter ratio of 0.1 was better than 0.3, in terms of lubrication oil storage. The S a of regular
groove D was less than that of regular groove G. This indicated that the groove shape with the lower area occupancy
rate was more favorable to the improvement of cylinder liner surface lubrication.

According to the S q values, the distribution of the cylinder surface peaks mostly became worse after the

wear tests, especially in the area with scratches. It was mainly because the wear process along the generatrix
directions of the cylinder liner process destroyed the original honing marks and made the height distribution more

non-uniform. The S q of the regular concave B slightly reduced after the test. It is believed that the regular concave
10
with a suitable depth-diameter ratio improved the cylinder piston ring lubrication and reduced the wear. The removed
material was mostly the peaks of the surface irregularities left by honing, and the height distribution of the cylinder

liner surface became more uniform. The above result was the same as described previously, based on S a .

From the variations of the S sk values, it was concluded that the symmetry of cylinder liner B on the datum

plane was better than the others as its S sk was the smallest, indicating that the scratches on the surface were shallow

and the amount was small. The majority of the peaks left after the honing process were removed in the wear process.

Cylinder liner F was the worst one, according to the changes of S ku . In contrast, it was observed that the kurtosis of

cylinder liner B was the smallest and that the height distribution was the most uniform among all cylinder liners.

Finally, through the comparative analysis of the surface texture parameters of the cylinder liners before and
after the tests, it was found that the regular concave with the deep diameter ratio of 0.1 not only had the best
lubrication property but also made the cylinder liner surface smoother than the others. For all cylinder liners, the
cylinder liners of the first group were better on the lubrication improvement than those in the second group. In the
cylinder liner in the same group, the effects of the cylinder liner surface textures on lubrication from good to bad
were ranked as regular concave, concave and grooves, without post-processing cylinder liner and regular groove.

3.2 Element Concentration Analysis in Lubrication Oil

The main element of the cylinder liner was Iron (Fe), the piston was mainly composed of Aluminum (Al),
and the piston ring had the main element Fe and microelement Molybdenum (Mo) and Chromium (Cr). The Fe was
both from the cylinder liner and the piston ring. Logically, it can be assumed that when wear occurs between the
piston and cylinder liner, the main elements of the wear products are Fe and Al. Similarly, the wear elements of the
cylinder liner against the piston ring would be Fe, Mo and Cr as listed in Table 4.

Table 4. The wear mode, lubrication condition and wear elements of the cylinder liner, piston and piston ring.

Driving member Driven member Wear mechanism Lubrication condition Elements

Piston Cylinder liner Sliding Spatter Al, Fe

Piston ring Cylinder liner Sliding Spatter Fe, Mo, Cr

Once the oil samples were collected during the tests, the average values of the measured elements were
obtained by conducting the spectral analysis twice on each lubrication sample. In this work, the main wear elements
of the CLPR friction pairs were extracted, and are listed in Table 5. It can be seen in Table 5 that the content of
element Mo in the lubrication oil was in a range of 0 to 0.2, with the majority of the oil samples having zero Mo
content. Element Mo only existed in the piston ring. As the Mo content was very low, the wear loss of the piston ring
was small and thus could be neglected.

Table 5 shows that the contents of Fe and Al elements were high, indicating the majority of the wear debris
was from the cylinder liner (cast iron) and the pistons (aluminum). Generally speaking, the overall trend of the three
main elements, Fe, Cr and Al, gradually increased when the speed increased. The larger the rotational speed was, the
higher the elemental content was. Inverse growth phenomena appeared in some individual elements. For example, the
content of Fe in cylinder liner G changed from 97.3 ppm at 200 r/min to 22.0 ppm at 400 r/min. The main reason was
believed to be as follows. The lower part of the cylinder liner-piston ring was in the running-in state, while the
collecting pipe for oil sampling was installed in the bottom of the cylinder liner in the test device. The lubrication oil
11
of the oil pan could be brought into the cylinder liner during the running process of the crankshaft. Splashed oil
flowed into the collection tube along the cylinder liner wall together with the wear elements generated by other
friction pairs. The content of the wear elements in the cylinder liner without post-processing was larger than the
cylinder liner after groove processing in the data during low speed. The cylinder liner with groove could retain some
wear particles in the grooved cylinder liner, while the cylinder liner without post-processing allowed the wear
particles to flow out of the cylinder liner with the lubricating oil. Due to the reduction of wear particles in the grooved
cylinder liner, the content of the wear elements of the lubrication oil decreased. In a high-speed operation, the speed
for lubrication oil in the cylinder liner accelerated and the retention rate of the wear particles decreased, leading to
more wear debris in the oil sample and an increase in the contents of the wear elements in the grooved cylinder liner.

Table 5. The contents of the main wear elements.

Element content /（ppm or μg/g）

Speed/(r·min-1) The type of cylinder liner
Fe Cr Al Mo

Untreated cylinder A 14 0.5 3.5 0.2

Regular concave B 7.5 0.0 1.5 0.1

First
Regular groove C 7.5 0.5 3.8 0.0
group
Concave and groove D 15.5 1.0 3.8 0.2
200
Regular concave E 9.2 0.6 3.3 0.0
Second
Regular groove F 15.1 1.9 3.1 0.0
group
Concave and groove G 97.3 2.6 7.3 0.0

Untreated cylinder A 20.0 0.2 1.7 0.0

Regular concave B 8.0 0.2 1.2 0.2

First
Regular groove C 15.7 0.1 1.5 0.1
group
Concave and groove D 11.7 0.3 1.7 0.1
400
Regular concave E 13.8 0.2 1.3 0.0
Second
Regular groove F 87.8 1.0 4.8 0.0
group
Concave and groove G 22.0 0.8 5.0 0.0

Untreated cylinder A 40.6 0.6 2.3 0.1

Regular concave B 9.4 0.1 1.0 0.0

First
Regular groove C 50.9 0.2 1.5 0.1
group
Concave and groove D 30.1 0.0 3.0 0.0
800
Regular concave E 10.9 0.2 1.7 0.0
Second
Regular groove F 111 1.7 99.4 0.0
group
Concave and groove G 92.5 0.8 4.8 0.0

The variations of the lubrication oil element contents in the cylinder liner of regular concave, regular groove
and concave and groove were compared and analyzed. With an increase in rotational speed, the growth trend of the
element content in the regular concave cylinder liner was smallest and the regular groove cylinder liner had the
fastest, while the cylinder liner with concave and groove was in-between. The possible reasons was that when the
regular grooves were run at a low speed, the existence of the grooves made the cylinder liner surface store a large
amount of lubrication oil. The lubrication oil in the grooves slowed down the wear of the CLPR, and thus the wear
element content was relatively low at the low speed. With the increase of speed, the condition of lubrication became
worse, the viscosity and the adhesion of lubrication oil was lower than that at lower speed. Due to the fact that the
grooves could store a portion of the lubricating oil between the cylinder liner and the piston ring, the lubrication

12
between the cylinder liner and the piston ring became thinner. This ultimately increased the wear between the friction
pair. Finally, it led to a sharp rise in the wear element contents.

The variation of the wear element contents in the cylinder liner of the two different size groups of surface
texture processing were compared and analyzed. With the increase in speed, the overall trend of the wear element
contents in the first group increased gradually in comparison with that of the second group. For the regular concave
texture, the depth-diameter ratio of cylinder liner B was 0.1, while the depth-diameter ratio of cylinder liner E was
0.3. Under the same percentage of the surface share of the concave, the regular concave with the large depth-diameter
ratio had a higher rate of oil absorption than that of the small depth-diameter ratio. For the regular groove texture, the
surface percentage of the regular groove in cylinder liner C was less than that in cylinder liner F. The large surface
share rate could store more oil than the small one. Because the cylinder liner was in a reciprocating motion, the axial
length of the groove also had a certain influence on the lubrication in which the longer the groove was, the worse the
lubrication ability was. The cylinder of concave and groove was in-between. As the increase of speed, the increasing
area of lubrication oil element content in the second group of cylinder liners was much greater than that in the first
group.

3.3 Filtergrams Analysis

Table 6. The images of typical wear debris from lubrication oil samples under different speeds using an untreated
cylinder liner. The magnification of the images is 200×.

200r/min 400r/min 800r/min

Day 1

Day 2

Day 3

Day 4

Day 5

13
 Digital images of observed wear debris were obtained and are shown in Table 6. It can be seen from Table 6
that large wear debris showing an abrasive surface with scratches was collected from day 1 of the 200 r/min test.
Since the cylinder liner was at the running-in stage, the burr and the other initial imperfection of the surface was worn
off and thus, a large number of wear particles were generated. Cutting particles were found in the 400r/min and the
800r/min tests. On day two and at 200 r/min, the abrasive wear decreased as the concentration of the particles
reduced. A large number of fatigue particles were detected at 800 r/min. In the third day, the quantity of wear debris
increased at 200 r/min, and at the same time fatigue particles and sliding particles appeared. At 400 r/min, there were
cutting particles. At 800 r/min, many types of wear particles were found. On day four, there were many fatigue
particles at 200 r/min and 400 r/min. At 800 r/min, the fatigue particles exhibited clear scratches. On the fifth day, the
wear particle number and sizes were significantly smaller than that in the previous 4 days, indicating that after several
days of running-in, the friction pair entered a stable wear stage. The changes in the characteristic parameters of the
cylinder liners are shown in Fig 7.

2500 The special grits of untreated cylinder liner Average area

Eigenvalues

2000
The amount of
1500 w ear particles

1000

500

0
200 400 800 200 400 800 200 400 800 200 400 800 200 400 800

DAY1 DAY2 DAY3 DAY4 DAY5

Running time and speed

Fig 7. The change curve of wear particle eigenvalue for untreated cylinder liner.

It can be seen from Fig 7 that in the first three days, most of the wear particle characteristic parameters
changed drastically. On the fourth day, the change became smaller and on the fifth day the characteristic parameters
tended to be at a steady state. The reason was that, at the running-in stage, due to a machining error, a large amount of
abrasive debris had been generated in the running process where a high wear rate was experienced. When the friction
pairs gradually finished the running-in, and with the running time increasing, the variation of characteristic
parameters tended to be steady and the wear rates reduced and became stable.

In order to further analyze the effect of the cylinder liner surface textures on the lubrication using wear
particle analysis technique, particle amounts, the average areas of the wear particles and particle types were analyzed.
Tables 7 displays the changes in the particle numbers and the mean areas of typical wear debris from the untreated
cylinder A and two different sized groups of the treated cylinder liners at different running times and speeds.

Table 7. The characteristic parameters (quantity and average area) of typical wear debris from lubrication oil samples
at the different speeds.

Group n The amount of wear particles Average area of wear particle (μm2)

(r/min)

14
 300

Average area of wear

200 200
2500

The amount of wear

400 250 400

particle(μm )
2
2000 800 200 800
200

particles
1500
Untreated 150

400 1000
100
cylinder A
500
800 50

0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5
Test time Test time

600

Average area of wear

500
B B

The amount of wear

450
C 500 C
400

particle(μm )
2
350 D 400 D
particles 300
250 300
200 200
150
200

100 100
50
0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5

The first Test time Test time

group of 2000 400

Average area of wear

B
The amount of wear

1800 B 350
1600 C
treated C

particle(μm )
300

2
1400 D
particles

1200
D 250
cylinder 1000 200

400 800 150

liners 600
100
400
200 50
(Cylinder B 0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5
Cylinder C Test time Test time

Cylinder D) 2500
600

Average area of wear

B B
The amount of wear

500 C
2000 C
particle(μm ) D
2
400
particles

D
1500
300
800 1000
200

500 100

0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5
Test time Test time

2500 300
Average area of wear

E
The amount of wear

E
2000 250 F
F
particle(μm )
2

G
particles

G 200
1500
150
2 00 1000
100

500 50

0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5
The second Test time Test time

group of 800 E 200

Average area of wear

E
The amount of wear

180
700 F F
treated 160
particle(μm2)

600 G
G 140
particles

500 120
cylinder 400 100
400 300 80
liners 200
60
40
100 20
(Cylinder E 0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5
Cylinder F Test time Test time

700
Cylinder G)
Average area of wear

800 E E
The amount of wear

600
700 F F
particle(μm )
2

600 500
G G
particles

500 400
400 300
800 300
200
200
100 100

0 0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 1 Day 2 Day 3 Day 4 Day 5
Test time Test time

It was observed from Table 7 that the overall trend of the particle numbers of the 200 rpm and 400 rpm tests
was from small to large, and then from large to small, until it became stable. Running to the fifth day, the particle size
was relatively uniform. It was noticed that the amount of wear particles generated in the first day at 800 r/min was
greater than the others (i.e., at 200 and 400 rpm), indicating the material removal rate at the high speed (800 rpm) was

15
initially higher. As surface irregularities left by the honing process had been removed, the surface became smoother
and thus much less wear particles were produced in the following days until the wear condition worsened. In
comparison, the amount of wear particles generated by the regular concave was generally small in the stable
operation; thus presumably, the regular concave texture optimizes the lubricating effect in the first set of the cylinder
liners. At the stable stage, the amount of wear particles in the lubricating oil was small. The wear particle number of
the cylinder liner processed by regular groove, on the contrary, was large. It was noticed that the amount of wear
particle at the low speed in the first day was small. The reason was that at the low speed, the particles were
distributing over the lubricating oil, and the flowing speed of the lubricating oil was relatively slow. Thus, the
lubricating oil had enough time to fill the pits to provide sufficient lubrication for the pairs, while some wear particles
were retained to the grooves. With the increase in speed, the flow velocity of the lubrication oil was also increased,
leading to the conclusion that the probability for wear debris to remain in the groove was small.

Table 7 also showed the variations of the numbers of the wear particles at the different speeds and surface
textures. It was observed that from the first day to the day 3 or even day 4, the wear particle number of each cylinder
varied considerably. The quantity of the wear debris in cylinder liner B reached a stable state first, followed by
cylinder liner E. Cylinder liners C, D, F and G kept fluctuating in the first three days, and the fluctuations were still
large on the fourth day. They reduced greatly on day five. The wear particle number of the surface texture processing
cylinder liners in the second group was generally larger than that of the first group. The first group entered the stable
stage on the fourth day. However, the change range of the wear particle size in the second group on the fourth day
was still large, indicating that the steady condition had not yet been reached. It was hypothesized that the cylinder
liner after the surface texture treatments in the first group was more beneficial for shortening the running-in period
between the cylinder liner and the piston ring, while the second group was slower than the first group in terms of
entering the stable period. Furthermore, comparing the wear particle numbers between the untreated cylinder liner
and the second group of treated cylinder liners, it showed that although the second group was generally slower than
the first group in entering the stable wear phase, some cylinder liners still entered the stable phase quickly when
compared with the cylinders without post-processing. Hence, the lubrication effect caused by the surface texture
structure of the cylinder liner-piston ring pair improved the lubrication condition of the friction pair.

Tables 7 also revealed that the trend of the average areas of the wear particles was consistent, and converged
in the stabilization phase after several days of running. The average area of the wear particles in cylinder liner B
stabilized at about 30 μm2, being the smallest of all the cylinder liners. The average area of the wear particles in
cylinder liner E had a stable value of 50-70 μm2 on day three. From the trend of the average areas of the wear
particles, it was found that most of the cylinder liners had reached the stable stage on the fifth day. It indicated that
the cylinder liner after the surface concave processing accelerated the friction pair running-in period. Owing to the
presence of the concave, a better lubricating oil film was formed, and in the running-in, it provided a stable lubricant
to reduce the wear of the friction pair parts. Comparing cylinder liner B with E, it was found that the lubrication in
cylinder liner B was superior, and it was demonstrated that the concave with the deep-diameter ratio of 0.1 improved
the lubrication condition in comparison with that of 0.3.

Types of the wear particles generated were examined. Table 8 lists the typical wear debris separately from
the lubrication oil samples. This information obtained by the wear particle analyses was used to reveal the wear
mechanisms between the CLPRS.

Table 8. The particle type of typical wear debris from lubrication oil samples using cylinder liners.

Cylinder type Main particle types and appearing time Remarks

16
 Rubbing, Fatigue and Sliding (Day1-5@ 200rpm)
Cylinder A The normal wear stage was not reached
Cutting (Day1@800rpm)+ Rubbing, Fatigue & Sliding (Day2-5)

Rubbing (Day1@200rpm) Sliding (Day2)+Fatigue (Day3-4)

Cylinder B Fatigue (Day1@400rpm)+Sliding (Day2-3) Enter a normal condition from day 4 or 5

Fatigue (Day1@800rpm)+Sliding (Day2)+ Fatigue (Day3)

Sliding (Day1@200rpm)+Cutting & Fatigue (Day2-5)

Cylinder C Rubbing (Day1@400rpm)+Fatigue (Day2-4)+Cutting (Day3)+Sliding (Day 5) The normal wear stage was not reached

Sliding (Day1@800rpm)+Fatigue (Day2-5)

Rubbing and Sliding (Day1@200rpm)+Fatigue (Day2-5)+Cutting (Day5)

Cylinder D Sliding (Day1@400rpm)+Fatigue (Day2-5)+Cutting (Day3) The normal wear stage was not reached

Fatigue (Day1-3@800rpm)+Fatigue, Sliding & Cutting (Day5)

Rubbing and Sliding (Day1@200rpm)+Fatigue (Day2)+Sliding (Day4)

Enter a normal condition on the 5th day @
Cylinder E Fatigue (Day1-4@400rpm)
200rpm and 400rpm
Fatigue (Day1@800rpm)+Sliding & Cutting (Day2)+Fatigue (Day3-5)

Rubbing and Sliding (Day1@200rpm)+Fatigue (Day2)+Cutting (Day3)

Cylinder F Fatigue (Day1-5@400rpm) The normal wear stage was not reached

Rubbing and Sliding (Day1@200rpm)+Fatigue (Day3)+Cutting (Day4)

Cylinder G Rubbing and Sliding (Day1) + Fatigue (Day2/3) + Cutting (Day3/4) The normal wear stage was not reached

Note: Rubbing-Normal particle; Sliding-Sliding particle; Cutting-Cutting particle; Fatigue-Fatigue particle.

It can be seen from Table 8 that four major types of wear particles were generated during the majority of the
tests. For cylinder liner A, four types of wear particles, rubbing, fatigue, sliding and cutting, were found on the first
day and they were persistent on the fifth day, revealing that fatigue, sliding and cutting processes were involved and
the lubrication performance of cylinder liner A was poorest in the first day. For cylinder liner B, it mostly had three
types of wear particles. Fatigue particles were found in the 400r/min on the first day. After a few days running, it
entered a normal condition from the forth day of 400 r/min and the wear particles became normal. Through the
particle type examinations, it was concluded that cylinders B and E had a better lubrication performance than the
others. The analyses, however, had difficulties in accurately differentiating the lubrication performance between
cylinder liners A, C, D, F and G as they generated the same types of wear particles. Comparing cylinder B with E, it
was found that cutting particles were not detected from cylinder liner B but existed in cylinder E, and the wear
particles from cylinder B become normal earlier than cylinder liner E. These results confirmed that the concave with
the deep-diameter ratio of 0.1 improved the lubrication condition in comparison with that of 0.3.

3.4 Comprehensive Analysis

The above analyses of the surface morphology, wear elements, size, concentration and types of wear debris
generated under the different cylinder liner surface textures gave similar results. Both the surface morphology
characterizations and wear elemental analysis found that the regular concave was the best surface textures for the
cylinder liner in terms of the lubrication performance while the regular groove cylinder liner was the worst based on
the elemental analysis results. The wear particle analyses examined which types of wear particles were generated
when the different surface textures and speeds were used. This information revealed the wear mechanisms. A
comprehensive analysis of the above analyses concluded that the regular concave with the deep diameter ratio of 0.1
had the best lubrication performance and the cylinder liners of the first group were better on the lubrication
improvement than those in the second group.

17
 Among the three analysis methods, the surface topographical characterization was the most efficient and
straightforward means to compare the lubrication performances of the cylinder liners with the different surface
textures. Due to the splash lubrication, wear debris produced by other friction pairs might have been brought into the
collection oil, and hence the accuracy of the element concentration analysis could be less than that of direct surface
topographical analysis. Nevertheless, it provided the valuable information for the wear source examination. The wear
debris analyses were the most time consuming component of this study. Their results needed careful interpretations as
wear debris generated from other components could “contaminate” the results. In this study, the “contamination”
issue is not a concern as within the 30 hrs of testing, bearing wear was minimal with a very small amount of wear
debris generated. The majority of the wear particles were from the piston assembly. This was confirmed by
examining the elemental analysis results shown in Table 4. As reported in Section 3.2, the main compositions of the
piston were Fe, Al, Mo, Cr while the other friction pairs mainly contained Fe, Cu, Pb, Cr and so on (eg the
bushing-crank had Cu, Pb and Fe). It was found that the content of elements Cu and Pb, etc. was zero, indicating that
wear of the other components duration the short tests was minimal. Thus, the “contamination” issue was very minor
and had no effects on the wear particle results presented in this work. Further particle analysis can be conducted to
reveal wear mechanism information so underline reasons for improving the lubrication conditions using appropriate
surface textures can be fully understood.

4 Conclusions

The influence of surface texture processing on the CLPR pair was investigated in this study. Three types of
surface textures (regular concave, regular groove, and concave coupled with groove) were processed on the cylinder
inner surfaces. A series of experiments were conducted in an engine test bed at three different rotational speeds.
Comparisons of the cylinders with the different surface textures have been done with respect to the characteristic
parameters of the surface morphology, content of abrasive element in the lubricating oil and wear particle spectra.
The following conclusions have been made drawn according to the comparison results.

(a) The lubrication performance of the cylinder liner and piston ring pair varies with different surface texture
structures. The regular concave improves the operation condition of the cylinder liner and piston ring pair.

(b) On the same surface texture, the regular concave with a depth-diameter ratio of 0.1 is more favorable for
improving the lubrication of the CLPR pairs than that with the 0.3 ratio.

(c) Since the lubrication of tested cylinder liner C was better than that of cylinder liner F, it is suggested that
the surface share and the recesses of the axial length of the surface texture in regular groove have a great influence on
the lubrication of the CLPR pairs.

As a whole, the regular concave cylinder liner with the depth-diameter ratio of 0.1 is the most beneficial to
improvement of the lubrication of the CLPR pairs under the testing conditions in this study. Further study is being
conducted to analyze particle functional features to investigate the function properties of the surfaces. The outcome
will be reported in due course.

ACKNCKNOWLEDGMENT

The authors would like to express their sincere gratitude to the State Key Program of National Natural
Science of China (NSFC) (No. 51139005), the Fok Ying-Tong Education Foundation for Young Teachers in the
Higher Education Institutions of China (No. 131051), the China Scholarship Council (CSC) (File No. 201206950042)
and the Program of Introducing Talents of Discipline to Universities (No. B08031).

18
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