Influence of the Pre-Compensation Profile on the Dynamics and Friction Performance of the Piston Skirt–Cylinder Liner System in a Diesel Engine

Yuhua Bi, Xinpei Lin, Shaohua Liu (), Mingchao Tang (), Yueshan Yang, Haining He, Lizhong Shen and Guoqiang Zhang
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Yuhua Bi: Yunnan Key Laboratory of Internal Combustion Engines, Kunming University of Science and Technology, Kunming 650500, China
Xinpei Lin: Yunnan Key Laboratory of Internal Combustion Engines, Kunming University of Science and Technology, Kunming 650500, China
Shaohua Liu: Yunnan Key Laboratory of Internal Combustion Engines, Kunming University of Science and Technology, Kunming 650500, China
Mingchao Tang: Kunming Yunnei Power Co., Ltd., Kunming 650000, China
Yueshan Yang: Yunnan Key Laboratory of Internal Combustion Engines, Kunming University of Science and Technology, Kunming 650500, China
Haining He: Weifu High Technology Group Co., Ltd., Wuxi 300400, China
Lizhong Shen: Yunnan Key Laboratory of Internal Combustion Engines, Kunming University of Science and Technology, Kunming 650500, China
Guoqiang Zhang: Kunming Yunnei Power Co., Ltd., Kunming 650000, China

Energies, 2025, vol. 18, issue 21, 1-16

Abstract: A coordinated profile co-optimization strategy for the piston–liner pair was introduced to simultaneously reduce friction losses and dynamic excitation. Based on the main parameters of the engine. Lubrication theory and the finite element method, and explicitly accounting for elastic deformation of flexible bodies, a multibody dynamics simulation model of the piston–connecting rod–crankshaft–cylinder liner system was developed in AVL Excite. This model was used to evaluate the dynamic and tribological performance of five cylinder-liner pre-compensation geometries at rated operating conditions. A bottleneck-shaped liner exhibited the best tribological performance, reducing the average total piston–skirt friction loss by 20.8% and the peak asperity–contact pressure by 19.7%, while leaving piston kinematics essentially unchanged (an increase of 0.001 mm in the maximum radial displacement and 0.009° in the maximum tilt angle). Building on this liner, key piston–skirt profile parameters were optimized via response–surface methodology; with the optimized skirt, the maximum radial displacement decreased from 0.123 mm to 0.113 mm, the maximum tilt angle decreased from 0.463° to 0.462°, the third-order Fourier component of lateral acceleration decreased from 14.53 m/s 2 to 13.26 m/s 2 , and the cycle-averaged total skirt friction loss decreased from 0.307 kW to 0.250 kW.

Keywords: Diesel; pre-compensation Liner; Piston dynamics; Elastohydrodynamic Lubrication; tribology; oil film; thermal deformation (search for similar items in EconPapers)
JEL-codes: Q Q0 Q4 Q40 Q41 Q42 Q43 Q47 Q48 Q49 (search for similar items in EconPapers)
Date: 2025
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