Friction and wear studies between cylinder liner and piston ring pair

using Taguchi design method

Murat Kapsiz

, Mesut Durat, Ferit Ficici

Sakarya University Technical Education Faculty, Mechanical Education Department, 54187 Sakarya, Turkey
a r t i c l e i n f o
Article history:
Received 14 February 2011
Received in revised form 18 March 2011
Accepted 24 April 2011
Available online 23 May 2011
Keywords:
Reciprocating test
Wear
Friction
Taguchi design method
Cylinder liner
Piston ring
a b s t r a c t
This paper reports an experimental study of tribological characteristics of cylinder liner (CL)/piston ring
(PR) pair. Reciprocating wear process parameters are optimized for minimum weight loss and friction
based on mixed L
16
Taguchi orthogonal design with three process parameters, sliding velocity, applied
load and oil type. It is observed that sliding velocity have the most signicant inuence on both weight
loss and friction characteristics of CL/PR pair. The interaction of sliding velocity and oil type has some sig-
nicant inuence on weight loss of piston ring. The experimental results are in good agreement with the
values from the theoretical model.
2011 Elsevier Ltd. All rights reserved.
1. Introduction
The petroleum and automotive industries are facing tough
international competition, government regulations, and rapid
technological changes [1,2]. Global originally equipment manufac-
turers (OEM) and fuel and lubricant additive manufacturers are
attempting to meet the challenges of changing consumer needs
and new legislation for a cleaner environment and energy conser-
vation [3]. Higher energy-conserving engine oils and better fuel-
efcient vehicles will become increasingly important in the face
of both the saving of natural resources and the lowering of engine
friction [46].
Improved materials or processes for the in-cylinder compo-
nents of internal combustion engines have long been sought for
better friction and wear performance. The use of laboratory testing
to simulate the engine environment has been carried out for many
years to save the time, expense and complexity of solely relying on
full-scale engine tests during the development process [7]. Reduc-
ing friction and wear in engine and drive train components could
save the US economy as much as US$ 120 billion per year [8]. There
are many hundreds of tribological components, from bearings, pis-
tons, transmissions, clutches, to gears and drive train components.
The application of tribological principles is essential for the reli-
ability of the motor vehicle, and in the area of power train technol-
ogy [9].
Friction in internal combustion (IC) engines continues to receive
substantial interest because despite signicant improvements in
engine design and oil formulation, mechanical friction continues
to cause considerable fuel economy, performance and emissions
degradation. An engine friction reduction of 10%, if applied to all
US passenger cars, would result in a fuel savings of 3.4 billion gal-
lons in 2007 [10].
The tribological behavior of piston rings has long been recog-
nized as an important inuence on the performance of internal
combustion engines in terms of power loss, fuel consumption, oil
consumption, blow-by and harmful exhaust emissions. The pri-
mary role of the piston ring pack is to maintain an effective gas seal
between the combustion chamber and the crankcase. The rings of
the piston ring pack, which together effectively form a labyrinth
seal; achieve this by closely conforming to their grooves in the pis-
ton and to the cylinder wall. The small quantity of gas that does
nd its way into the crankcase, blow-by, is normally piped back
to the inlet valve and fed back into the cylinder. The secondary role
of the piston ring pack is to transfer heat from the piston into the
cylinder wall and thence into the coolant [11]. The nal function of
the piston ring pack is to limit the amount of oil that is transported
from the crankcase to the combustion chamber. This ow path is
probably the largest contributor to the oil consumption of an en-
gine and leads to an increase in harmful exhaust emissions as
the oil mixes and reacts with the other contents of the combustion
chamber [12].
The piston ring pack must fulll these three roles with a mini-
mum of frictional power loss, most notably at the sliding interface
0965-9978/$ - see front matter 2011 Elsevier Ltd. All rights reserved.
doi:10.1016/j.advengsoft.2011.04.008

Corresponding author. Tel.: +90 2642956527; fax: +90 2642956424.

E-mail address: mkapsiz@sakarya.edu.tr (M. Kapsiz).
Advances in Engineering Software 42 (2011) 595603
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with the cylinder wall, and a minimum of wear in order to maxi-
mize component life. Unfortunately, the piston ring pack is one
of the largest sources of friction in the internal combustion engine
over the normal range of engine speeds and loads encountered in
service [1315]. The piston ring is the most complicated tribolog-
ical component in the internal combustion engine to analyze be-
cause of large variations of load, speed, temperature and
lubricant availability. In one single stroke of the piston, the piston
ring interface with the cylinder wall may experience boundary,
mixed and full uid lm lubrication [16].
Different studies have been carried out on the reciprocating
wear tests. The following is merely a brief overview of the work re-
ported in the literature.
Odabas and Su investigated the abrasive wear behavior of solu-
tion- treated and age-hardened 2014 Al alloy under very similar
conditions during the reciprocating and continuous sliding motion.
They reported that the pattern of wear is similar for the continuous
and reciprocating wear [17].
Cassar et al., performed ball-on-plate linear reciprocating-
sliding wear tests on wear performance of Ti6Al4V titaniumalloy
samples [18].
Cheng et al., have evaluated effects of glass ber reinforcement
phase on the tribological properties of PTFE composites. They re-
ported that the wear rate for the composite specimen decreased
with increasing the ratio of reinforcement phase while increased
with increasing applied load [19].
Rajeev et al., have investigated effect of various wear test and
material related parameters on dry wear behavior of two AlSiSiC
p
composites under reciprocating conditions using statistical frac-
tional factorial design. Researchers developed a mathematical mod-
el relation with wear test parameters of the AlSiSiC
p
composites
[20].
Ribeiro et al. investigated the friction and wear properties of
boronized niobium, which are important in order to nd its feasi-
bility as implant material. They suggested that the application of
boride coatings on the niobium surface can reduce the friction
and wear in biological applications [21]. Bejar and Moreno investi-
gated the abrasive wear resistance of previously boronized carbon
and low-alloy (AISI 1020, 1045, 4140 and 4340) steels. The exper-
imental results exhibit that boronized 1020 steel exhibited the
greatest abrasive wear resistance [22]. Sahin developed the wear
resistance model for low-carbon (AISI 1020), carbon (AISI 1340)
and low alloyed (AISI 5150) steels in terms of abrasive grain size,
normal load and sliding distance using the Taguchi method. He ob-
served that theoretical values differed from the experimental value
within 10% [23].
Based on available literature sources, the studies on the tribo-
logical behavior of CL/PR pair are very limited. The goal of this
study is to investigate the tribological behaviors of CL/PR pair
based on the Taguchi method under various testing conditions.
2. Experimental procedure
The wear tests were conducted under lubricated sliding condi-
tions in accordance with ASTMG133-05 standard. The schematic
diagram of reciprocating wear testing machine, contact geometry
and test sample are shown in Fig. 1. Load on the pin was applied
using dead weights by way of lever arm loading system.
The reciprocating test was designed to measure friction force,
wear and surface temperature. Test conditions are presented Table
1.
The upper specimens are ring samples cut directly fromthe pro-
duction-chrome coated piston rings. The lower specimens with a
shape of at cylindrical made of a production cast iron cylinder
bore samples material composed of pearlite, ferrite, and graphite
structures. Piston rings manufactured by chrome coating proce-
dures, were used with the same cast iron cylinder bore to form
the tribo-contact system. Piston ring and CL specications are
shown in Table 2. Also chemical composition of PR and CL are pre-
sented in Table 3.
Two different performance categories of mineral-based gasoline
engine oils, PO Maxima 10W40 and PO Maxima 15W40 engine oil,
were selected as test lubricants. Tribo-systems consisting of the
tribomates and lubricants were operated in a reciprocating tribo-
tester. The frictional forces were recorded and examined for fric-
tional behaviors. Weight loss of the all samples, were determined
as a function of sliding distance and test loads. Weighting was per-
formed with an analytic balance with a sensitive of 0.1 mg.
Two fully formulated engine oils were tested under the same
sliding conditions. Both of the oils were mineral oil based. Oil prop-
erties are shown in Table 4.
2.1. Plan of experiments
The Taguchi design method for two factors at two levels, and
one factor at four levels was used for the consideration of the plan
of experiments. Table 5 indicates the factors to be studied and the
assignment of the corresponding levels. By levels we mean the val-
ues taken by the factors.
It was selected the array mixed L
16
(4
1
2
2
), as shown in Table 6,
which has 16 rows corresponding to the number of tests (15 de-
grees of freedom) with one column at four levels and two columns
at two levels. The factors and the interactions are assigned to the
columns.
In the Taguchi design method, the experimental results are con-
verted into a signal-to-noise (S/N) ratio.
There are three categories of quality characteristic in the S/N ra-
tio of the Taguchi method: the-lower-the-better, the-higher-the-
better and the-nominal-the-better. The quality characteristic used
in this study is calculated as follow equation:
Lower is the better characteristic :
S
N
10log
1
n

X
y
2
1
where n the number of observations, and y the observed data.
The plan of experiments is made of 16 tests (array rows) where
the rst column was assigned to the sliding velocity (V), the second
to the normal load (N), the third to oil type and the remaining were
assigned to the interactions. The outputs to be studied are the CL
weight loss, the PR weight loss and friction coefcient between
the CL and the PR.
3. Results and discussion
3.1. Effect of the factors
The analysis was done using MINITAB 15. Before any attempt is
made to use this simple model as a predictor for the measure of
performance, the possible interactions between the control factors
must be considered. Table 7 shows the experimental array and re-
sults with calculated S/N ratios for weight loss and friction of CL/PR
pair.
Analysis of the inuence of each control factor on the weight
loss and friction coefcient was carried out with the S/N response
table. The control factors were classied in relation to the differ-
ence values. The response tables for weight loss and friction coef-
cient of the CL/PR pair are also presented in Tables 810. It could
be seen from these tables that the factor sliding velocity have
strongest inuence on the weight loss and friction coefcient.
596 M. Kapsiz et al. / Advances in Engineering Software 42 (2011) 595603
The main effect plots for S/N ratios are shown in Figs. 2ac and
3ac for CL weight loss, PR weight loss, and friction coefcient,
respectively. Optimal process conditions of these control factors
could be easily decided from these graphs.
The response graph shows the change of the S/N ratio when the
setting of the control factor is changed from one level to the other.
The best weight loss value and friction were at the higher S/N val-
ues in the graphs. It could be seen in Figs. 2ac and 3ac that the
optimum process condition for both the CL and PR became
A
4
B
1
C
2
for main control factors. That is, the optimal process param-
eters for the weight loss and friction of CL/PR pair are the sliding
velocity at level 4, the load at level 1, and the oil type at level 2.
3.2. ANOVA
ANOVA is a statistical design method used to separate the indi-
vidual effects from all control factors. The percentage contribution
of each control factor is employed to measure the corresponding
effect on the quality characteristic. The increase in factor effect
was measured using the S/N ratio of factors. The ANOVA can be
employed to determine the different factors including level aver-
age, total variation, sum of square, sum of mean square.
These results are calculated using Eqs. (2)(7) shown below.
SDQ
T

X
N
i1
S=Ni
2
" #

T
2
N
2
SDQ
A

X
KA
i1
Ai
2
nAi
! " #

T
2
N
3
DOF
total
N 1 4
V
factor

SS
factor
DOF
factor
5
F
factor

V
factor
V
error
6
P
factor

SDQ
factor
SDQ
total
7
where SS
T
is the sum of squares due to total variation, N is the total
number of experiments, SS
A
represents the sum squares because of
factor A, K
A
is number of levels for factor A. A
i
represents the sum of
the total ith level of the factor A, n
Ai
is the number of specimens for
ith level of factor A. T is the sum of total (S/N) ratio of the experi-
Fig. 1. Piston ring reciprocating liner test machine, contact geometry and test sample.
Table 1
Tribotest conditions.
Test
specications
Values
Load, N 6080
Temperature,
C
20
Stroke, mm 100
Oil supply,
ml/h
0.5
Distance, m 2000
Oil, SAE 10W40
15W40
Table 2
Piston ring and cylinder liner specications.
Sample Material Surface
treatment
Hardness
(HV
0.1
)
Roughness (R
a
,
lm)
Ring Cast
iron
Chrome coated 920 0.121
Liner Cast
iron
Honing 20.3 1.052
Table 3
Chemical compositions of piston ring and cylinder liner.
Sample C Cu S Mn Si P Fe
Ring 3.62 0.117 0.043 0.416 2.4 <1 Balance
Liner 3.45 0.1 0.05 0.4 2.1 0.4 Balance
Table 4
Engine oil properties [24].
SAE viscosity grade 10W-40 15W-40
Density, 15 C kg/m
3
ASTM 4052 0.873 0.883
Flash point, COC, C ASTM D 92 226 229
Viscosity index ASTM D 2270 154 140
Pour point, C ASTM D 97 33 27
Kinematic viscosity
40 C mm
2
/s ASTM D 445 91.18 106.7
100 C mm
2
/s 13.76 14.5
M. Kapsiz et al. / Advances in Engineering Software 42 (2011) 595603 597
ments, DOF is the degrees of freedom, V
factor
is the variance of the
factor, SS
factor
stands for the sum of squares of the factor and F
factor
is the F ratio of the factor.
The last column of the ANOVA table shows the percentage of
contribution (P%) of each factor on the total variation, indicating
the degree of inuence on the result. When F
test
is less than the
5% column value and error value is greater than the contribution
percentage (P%) of each factor, the assigned factor is statistically
and physically insignicant, respectively.
We can observe from the ANOVA analysis (Table 7) the inu-
ence of (i) sliding velocity, (ii) load, (iii) oil type on the weight loss
of the CL. The last column of the Table 7 indicates the contribution
(p) of each factor, in the percentage, on the total variation indicat-
ing their degree of inuence on the result. The interaction between
the above factors does not have signicant inuence on the weight
loss of the CL.
One can observe from Table 11 that the sliding velocity
(P = 44.60%), load (P = 41.54%), oil type (P = 10.04%) have great
inuence on the weight loss. The interactions sliding velocity/load,
sliding velocity/oil type, load/oil type of were P = 1.98%, P = 0.64%,
P = 1.7%, respectively. These interactions are very minimum and
can be neglected.
From Table 12, the sliding velocity (P = 48.38%), the load
(P = 12.10%) and oil type had a signicant inuence on the weight
loss of piston ring. However, the interaction between sliding veloc-
ity and oil type (P = 7.44%), and other interactions had no signi-
cant effect on it.
Table 5
Control factors and their levels.
Control factor Level
I II III IV Units
A. Sliding velocity 60 90 120 150 rev
B. Load 60 80 N
C. Oil type 15W40 10W40
Table 6
Orthogonal array mixed L
16
(4
1
2
2
) of Taguchi.
L
16
(4
1
2
2
) test 1 2 3
1 1 1 1
2 1 1 2
3 1 2 1
4 1 2 2
5 2 1 1
6 2 1 2
7 2 2 1
8 2 2 2
9 3 1 1
10 3 1 2
11 3 2 1
12 3 2 2
13 4 1 1
14 4 1 2
15 4 2 1
16 4 2 2
Table 7
Experimental lay out and results with calculated S/N ratios for weight loss and friction coefcient of cylinder liner and piston ring.
Sliding velocity (rev) Load (N) Oil type Cylinder liner
weight loss (mg)
Piston ring
weight loss (mg)
Friction
coefcient (l)
S/N ratios
CL
S/N ratios
PR
S/N ratios
FC
60 60 15W40 0.0029 0.0006 0.101 50.75 64.44 19.91
60 60 10W40 0.0021 0.0004 0.060 53.56 67.96 24.44
60 80 15W40 0.0009 0.0001 0.018 60.92 80.00 34.81
60 80 10W40 0.0031 0.0005 0.076 50.17 66.02 22.41
90 60 15W40 0.0021 0.0004 0.064 53.56 67.96 23.84
90 60 10W40 0.0013 0.0003 0.041 57.72 70.46 27.81
90 80 15W40 0.0031 0.0005 0.072 50.17 66.02 22.84
90 80 10W40 0.0027 0.0004 0.049 51.37 67.96 26.24
120 60 15W40 0.0015 0.0004 0.038 56.48 67.96 28.40
120 60 10W40 0.0011 0.0002 0.031 59.17 73.98 30.27
120 80 15W40 0.0028 0.0004 0.045 51.06 67.96 27.01
120 80 10W40 0.002 0.0004 0.043 53.98 67.96 27.36
150 60 15W40 0.0011 0.0003 0.035 59.17 70.46 29.12
150 60 10W40 0.0039 0.0007 0.108 48.18 63.1 19.31
150 80 15W40 0.002 0.0004 0.040 53.98 67.96 27.96
150 80 10W40 0.0018 0.0002 0.035 54.89 73.98 29.12
Table 8
S/N response table for weight loss of cylinder liner.
Level Sliding velocity Load Oil type
1 57.24 51.73 55.22
2 55.17 56.42 52.92
3 53.21
4 50.66
Delta 6.58 4.69 2.3
Rank 1 2 3
Table 9
S/N response table for weight loss of piston ring.
Level Sliding velocity Load Oil type
1 73.1 67.62 71.04
2 69.46 70.4 66.98
3 68.1
4 65.38
Delta 7.72 2.78 4.06
Rank 1 3 2
Table 10
S/N response table for friction coefcient of cylinder liner/piston ring pair.
Level Sliding velocity Load Oil type
1 30.25 25.28 27.81
2 28.26 27.33 24.8
3 25.18
4 21.52
Delta 8.74 2.05 3.01
Rank 1 3 2
598 M. Kapsiz et al. / Advances in Engineering Software 42 (2011) 595603
Table 6 shows the results of the ANOVA for friction coefcient.
From Table 13, it can be observed that the factors sliding velocity
(P = 68.14%), load (P = 6.54%), oil type (P = 14.15%) also had a great
inuence on the friction coefcient. The interactions (sliding veloc-
ity/load, sliding velocity/oil type, load/oil type) are insignicant in
the friction coefcient value, too.
3.3. Correlation
The correlations between the factors (sliding velocity, load and
oil type) and the measured parameters (weight loss of the CL,
weight loss of the PR and coefcient of friction) were obtained
by multiple linear regressions.
Eventually, the following equations were tted for the weight
loss of the cylinder liner and the piston ring, and the coefcient
of friction:
W
cylinder liner
0:00109 0:000017 Sliding velocity
0:000053 Load 0:000550 Oil type
R 0:95
8
W
piston ring
0:000595 0:000003 Sliding velocity
0:000005 Load 0:000150 Oil type
R 0:90
9
l 0:110 0:000600 Sliding velocity
0:000500 Load 0:0188 Oil type
R 0:845
10
3.4. Validation tests
The nal step of the Taguchi method is to perform a conrma-
tion experiment for the quality characteristic. The conrmation
test was performed with a new set of factors A
4
B
1
C
2
to predict
the weight loss and friction of CL/PR pair. The estimated S/N ratio
for weight loss can be calculated using the following equation:
^ g T A
4
T B
1
T C
2
T 11
where ^ g is the predicted average, T the overall experimental aver-
age, and A
4
, B
1
, and C
2
is the mean response for the factors.
Fig. 2. Main effect S/N ratio plots of (a) weight loss of the cylinder liner; (b) weight loss of the piston ring; (c) the friction coefcient.
M. Kapsiz et al. / Advances in Engineering Software 42 (2011) 595603 599
The new combination of factor levels, A
4
, B
1
, C
2
was used to pre-
dict weight loss and friction of CL/PR pair through prediction equa-
tion. An experiment was conducted under the new combination of
factor levels, A
4
, B
1
, C
2
and the result was compared with that ob-
tained from the predictive equation as shown in Table 14.
A condence interval for the predicted mean of the conrma-
tion run can be calculated using the following equation [25,26]:
CI
F1; n
2
V
e
N
e

0:5
12
where F(1, n
2
) = the F value from the F
table
at a required condence
level at DOF 1 and error DOF n
2
, V
e
= variance of error term (from
ANOVA), N
e
= effective number of replications
N
e

Total number of results or number of
S
N
ratios
DOD of mean 1 alwaysDOF of all factors included in the estimated of the mean
Fig. 3. Interaction effect S/N ratio plots of (a) weight loss of the cylinder liner, (b) weight loss of the piston ring, (c) the friction coefcient.
Table 11
The ANOVA for the weight loss of cylinder liner.
Source DF SDQ Variance F
test
F
table
P
a
(%)
Sliding velocity 3 94.43 31.48 69.90 47.47
b
44.60
Load 1 87.96 87.96 195.33 34.12
c
41.54
Oil type 1 21.25 21.25 47.18 34.12
c
10.04
Sliding velocity load 3 4.18 1.39 3.10 1.98
Sliding velocity oil
type
3 1.36 0.45 1.00 0.64
Load oil type 1 1.20 1.20 2.66 0.56
Error 3 1.35 0.45 0.64
Total 15 211.72
SDQ: sum of squares; DF: degrees of freedom; P: percentage of contribution.
a
Percentage of contribution.
b
99.5% Condence level.
c
99% Condence level.
Table 12
The ANOVA for the weight loss of piston ring.
Source DF SDQ Variance F
test
F
table
P
a
(%)
Sliding velocity 3 123.77 41.26 23.93 15.44
b
48.38
Load 1 30.953 30.95 17.95 17.44
b
12.10
Oil type 1 65.873 65.87 38.21 34.12
c
25.75
Sliding velocity load 3 3.861 1.29 0.75 1.51
Sliding velocity oil
type
3 19.045 6.35 3.68 7.44
Load oil type 1 7.159 7.16 4.15 2.80
Error 3 5.172 1.72 2.02
Total 15 255.833
SDQ: sum of squares; DF: degrees of freedom; P: percentage of contribution.
a
Percentage of contribution.
b
97.5% Condence level.
c
99% Condence level.
600 M. Kapsiz et al. / Advances in Engineering Software 42 (2011) 595603
The calculated condence level is: CI = 1.79 dB.
The 95% condence interval of the predicted CL/PR pair was
shown in Table 15.
3.5. Construction of wear maps
Variations of weight loss of cylinder liner and piston ring with
the different test conditions were plotted as wear maps as shown
in Figs. 4 and 5.
Figs. 4 and 5 demonstrate that at low load and at high sliding
velocity a low weight loss were experienced and the weight loss
gradually increases as the sliding velocity decreases and the nor-
mal load increases [2730]. It was found that the maximumweight
loss occurred at sliding velocity of 60 rev/min and at a load of 80 N.
Wear maps of Figs. 4 and 5 indicate that the weight loss is mini-
mum at a load of 60 N and a sliding velocity of 150 rev/min and
the trend of increase of weight loss are in accordance with the
gradual increasing of these two parameters. This indicates two
wear regimes, which are mild wear regime and severe wear
regime.
Comparing the CL with the PR reveals that weight loss of the PR
is less than the CL. This can be attributed to chrome coating of PR
[31].
3.6. Construction of friction map
To compare the friction characteristics of chrome coated piston
ring against cast iron CL at different test conditions, the friction
map showing the variation of average friction coefcient as a func-
tion of different test parameters was plotted (Fig. 6).
It is found from Fig. 6 that, for chrome coated piston ring/cast
iron CL tribo-pairs, coefcient of friction increases as sliding veloc-
ity decreases from 60 to 150 revolutions and normal load increases
from 60 to 80 N, increase in friction coefcient. At lower loads
(60 N), the friction coefcient is high due to large stickslip behav-
ior of the materials [32,33].
Increase in reciprocating velocity from 60 to 150 rev/min de-
creased friction coefcient. The material softening due to the high
surface contact temperature caused by dynamic collision between
Table 14
Results of the conrmation experiments for cylinder liner/piston ring pair.
Optimal control parameters
Prediction Experimental
Level A
4
B
1
C
2
A
4
B
1
C
2
S/N ratio for cylinder liner weight loss (dB) 47.17 48.18
S/N ratio for piston ring weight loss (dB) 61.96 63.10
S/N ratio for friction (dB) 19.00 19.31
Table 15
Condence interval values of cylinder liner/piston ring pair.
Parameters Max value Min value
Weight loss of the cylinder liner 48.96 45.38
Weight loss of the piston ring 63.75 60.17
Friction 20.79 17.21
Fig. 4. Wear maps of cylinder liner in different load and reciprocating velocity.
Fig. 5. Wear map of piston ring in different load and reciprocating velocity.
Fig. 6. Friction coefcient of map of cylinder liner/piston ring pair.
Table 13
The ANOVA for the friction coefcient.
Source DF SDQ Variance F
test
F
table
P
a
(%)
Sliding velocity 3 174.325 58.108 23.93 15.44
b
68.14
Load 1 16.736 16.736 17.95 17.44
b
6.54
Oil type 1 36.188 36.188 38.21 34.12
c
14.15
Sliding velocity load 3 3.029 1.010 0.75 1.18
Sliding velocity oil
type
3 4.907 1.636 3.68 1.92
Load oil type 1 4.053 4.053 4.15 1.58
Error 3 2.253 0.751 2.75
Total 15 255.833
SDQ: sum of squares; DF: degrees of freedom; P: percentage of contribution.
a
Percentage of contribution.
b
97.5% Condence level.
c
99% Condence level.
M. Kapsiz et al. / Advances in Engineering Software 42 (2011) 595603 601
asperities of the contacting surfaces is responsible for less adhesion
and is attributed for the reason for the decrease of friction coef-
cient with reciprocating velocity [34].
3.7. Wear mechanism
Optical images of worn surfaces of the cast iron CL tested
against the piston ring are shown in Fig. 7ac.
It can be observed from Fig. 7 that the worn surface of the cast
iron CL is subjected to more severe damage than that against the
PR. These micrographs show a large amount of plastic deformation
in the contact zone. This observation is also consistent with wear
test results.
Furthermore, it is obvious from Fig. 7a and b that there is a loss
at the wear surface of the CL under applied loads.
4. Conclusions
The Taguchi design method was applied in this study to
optimize the reciprocating wear test for different commercial oil
conditions of CL/PR pair. The results are summarized as follows:
Taguchis orthogonal design method is suitable to statically ana-
lyze the tribological behavior of CL/PR pair.
The optimal combination of parameters is found to be A
4
B
2
C
1
(highest level of sliding velocity, lowest level of load and lowest
level of oil type). Also as a result of the design method ANOVA,
the factor sliding velocity has the maximum contribution in
controlling the friction and wear behavior of CL/PR pair.
The weight loss of CL was inuenced primarily by sliding veloc-
ity (44.60%), the applied load (41.54%), and oil type (10.04%).The
weight loss of piston ring was inuenced primarily by sliding
velocity (48.38%), and the applied load (12.10%), and oil type
(25.75%).The friction coefcient was inuenced primarily by
sliding velocity (68.14%), the applied load (6.54%), and oil type
(14.15%).
Generally, it was observed that the interactions between the
control factors do not have signicant inuence on the weight
loss and friction of the CL and PR pair.
Deviations between actual and predicted S/N ratios for weight
loss and friction coefcient are negligibly small with 95% con-
dence level.
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