Shear-polarized ultrasonic sensors have been instrumented onto the outer liner surface of an RTX-6 large marine diesel engine. The sensors were aligned with the first piston ring at top dead center and shear ultrasonic reflectometry (comparing the variation in the reflected ultrasonic waves) was used to infer metal–metal contact between the piston ring and cylinder liner. This is possible as shear waves are not supported by fluids and will only transmit across solid-to-solid interfaces. Therefore, a sharp change in the reflected wave is an indicator of oil film breakdown. Two lubricant injection systems have been evaluated—pulse jet and needle lift-type injectors. The needle lift type is a prototype injector design with a reduced rate of lubricant atomization relative to pulse jet injectors. This is manifested as a smaller reduction in the reflected ultrasonic wave, showing less metal–metal contact had occurred. During steady-state testing, the oil feed rate was varied; the high flow rate case was shown to reduce the amount of piston ring–liner contact, while no changes in the lubricant film thickness had previously been detected using traditional longitudinal ultrasonic sensors. This displays the increased sensitivity of shear sensors relative to longitudinal sensors in respect to the quantity of lubricant present. Piston ring oil film breakdown was also studied at a range of steady-state loading levels and engine slow down, showing the amount of contact decreased as engine load decreased, providing a real-time indication of the lubrication regime of the piston rings. When the load was further decreased, into total shutdown of the engine, the amount of contact increased until the engine had stopped rotating. The study has demonstrated the capability of shear ultrasonic sensors to detect changes in solid contact caused by injector design, oil feed rate, engine load, and engine shut down.

The greatest frictional contributor in an internal combustion engine is the contact between the piston ring pack and cylinder liner. Therefore, an improved lubrication regime has the potential to raise engine efficiency while lowering emissions, aiding to meet environmental regulations. Previous ultrasonic measurements of the oil film thickness (OFT) between piston rings and the cylinder liner in a marine engine have been subject to several unexpected trends. This article refines the measurement to identify and remove these factors, the trends were found to have arisen due to the detection of ultrasonic reflections from the piston ring outside of the expected alignment zone. The extent of these undesired reflections is thought to be due to the liner thickness providing a relatively large distance for spreading of the ultrasonic wavefront. The hitherto used Frequency Index method (index of the fast Fourier transform (FFT) at the transducer central frequency) has been compared to the Hilbert Envelope method (index at the peak of the Hilbert Envelope) to define the reflection coefficient. The Hilbert Envelope method was found to minimize the impact from reflections outside of the alignment zone, leading to more consistent and expected trends in the reflection coefficient. The OFT determined using the Hilbert Envelope method was typically 20% greater than that of the Frequency Index method, indicating the previous method provided an underestimation of the film thickness. Using the Hilbert Envelope method, the OFT for the first piston ring at the top dead center (TDC) was found to vary from 8.9 mu m at full load to 10.4 mu m at 25% loading.

Internal combustion engine research predominantly focuses on routes to lower emissions to meet various emission legislation. Lower emissions can be achieved with increased fuel efficiency and less lubricant throw off/lubricant combustion in the piston ring zone. These are all dependent on the oil film that forms between the liner and piston components. This article details the use of ultrasonic sensors to study the lubricant film thickness between the engine liner and piston rings/skirt in a fired diesel two-cylinder YTR engine. The testing regime covered a series of engine speeds and loading levels and found the minimum oil film thickness to vary from 1 to 3.5 μm. Spectrograms (time-varying ultrasonic amplitude spectra) have shown a residual oil film on the liner, first present after the skirt moves above the sensor that peaks at 440 μm, which then dissipates until the next oil control ring passage. Start-up and shut-down captures have visualised the build-up and reduction of the film thickness, in which during start-up typically a 2-s interval between the first ring passage and a consistent film thickness was seen. Whilst the shut-down tests showed a lesser variation, anticipated to be due to the oil pump already operating and is, therefore, less subjective to a reduction in engine speed providing a threshold of oil remains on the liner. Measurements like this help to describe how lubrication occurs in the piston ring zone and hence can optimise component design and an oil injection schedule.

In this study, ultrasound has been developed and applied for a rubber O-ring subjected to reciprocating sliding. Under varying reciprocating speeds (2-8 Hz) and normal loads (10-20 N), ultrasonic reflection from the sealing contact was measured for analyzing the oil film formation. Central film thickness measurements were found to be in the range of 1.8-7 mu m, which were comparable to the modelling results. In addition, the oil film along the reciprocating path was measured using an array of ultrasound sensors; this mapped the oil film formation covering the length of the reciprocating stroke. The findings have concluded that the ultrasound technique is an effective approach in detecting the oil film formation and contact size for the sealing contact.

The global drive to combat climate change is a primary driving force towards producing greener and cleaner marine diesel engines to meet emission legislations. The main cause of an engine's parasitic frictional loss is the interaction between piston rings and the cylinder liner. Therefore, the piston ring lubricating oil film has been the focus of much prior research, chiefly focusing on small-scale automotive engines. This work employs the ultrasonic reflectometry technique to evaluate the oil film formation resulting from different lubricant injector arrangements on a large two-stroke marine diesel engine. A series of piezoelectric transducers close to the top dead center (TDC) have quantified the oil film thickness (OFT) across three engine loading levels and three injector configurations. The injector configurations compare a more traditional pulse-jet (PJ) injector to a needle lift-type (NLT) injector, which reduces the rate of lubricant atomization. The results gathered show that the OFT increases with decreased engine load for all injector systems. The needle lift injector has been shown to increase the minimum OFT for the first ring at the TDC, reducing the likelihood of boundary lubrication for this ring while also reducing the amount of lubricant present in the exhaust manifold.

Most methods used to measure the thickness of thin liquid or solid surface films and coatings need access to the coated surface. In this work reflected ultrasonic pulses were used to measure a coating thickness from a solid back face. Piezoelectric transducers on the solid back face emitted ultrasound waves and received the waves that bounced off the front face. The magnitude of the reflected wave was dependent on the film thickness at the front face. Most pulse-echo ultrasonic approaches use the time-of-flight through the surface layer to determine its thickness. However, as the film becomes thinner, the reflected echoes overlap and there is often an acoustic mismatch between the solid and the surface film that reduces the signal strength. In this work, we propose the use of an ultrasonic continuously repeated chirp longitudinal wave to amplify the effect of the surface film. Multiple reflections interfere within the solid to form a superimposed standing wave whose amplitude spectrum is highly dependent on the surface film thickness thus overcoming the acoustic mismatch problem. Two bare 10 MHz piezoelectric elements were bonded to a 10 mm thick aluminium solid in a pitch-catch arrangement such that one continuously sends repeating chirp ultrasound waves and the other acts as the receiver. The transmitter was set to send a repeating chirp wave of 4 ms duration corresponding to the bandwidth of the transducer in order to maximise signal amplitude. The incident and reflected waves constructively and destructively interfere to form a superimposed standing wave within the solid. The solid/surface film to solid/air boundary condition frequency spectra ratio showed the film resonant frequency modes as minima. Using this technique epoxy coatings ranging from 70 mu m to 350 mu m were measured and showed a good correlation with independent measurements using a surface profilometer.

A key parameter in hydrodynamic journal bearing performance is lubricant layer thickness around the circumference of the shaft-bearing interface. In the present work, the ultrasonic amplitude, phase change and resonant dip techniques are applied to obtain circumferential film thickness profiles in a bespoke journal bearing test platform under a range of shaft-aligned, shaft-misaligned and shut-down operating conditions. Film thickness results are compared against the Raimondi-Boyd theoretical prediction model and eddy current sensor measurements. By using an on-line referencing technique, the amplitude and phase change models demonstrated high accuracy for thin films and the resonant dip technique enabled film measurements within the bearing thick film region. Thus, applying the three methods simultaneously allowed analysis of lubricant films around the bearing circumference.

Friction between sliding surfaces is a fundamental phenomenon prevalent in many aspects of engineering. There are many sliding contact tribometers that measure friction force in a laboratory environment. However, the transfer of laboratory data to real machine elements is unreliable. Results depend on the specimen configuration, surface condition and environment. In this work, a method has been developed that uses the nonlinear response of a high-power ultrasonic wave to deduce friction coefficient in situ at an interface. When the high-power shear wave strikes a frictional interface, relative slip can occur. It imposes a nonlinear response and causes generation of higher-order odd frequency components in received ultrasonic signals. The amplitude of the harmonics depends on contact stress and local friction coefficient. This nonlinear ultrasonic response has been investigated both numerically and experimentally. A simple one-dimensional model has been used to predict nonlinearity generation. This model has been compared with experiments conducted on aluminium rough surfaces pressed together under increasing loads. Two strategies have been used to estimate the friction coefficient by correlating experimental and numerical third-order nonlinearity. It has proved possible to determine the friction coefficient in situ at the interface; values in the range of 0.22 to 0.61 were measured for different surface configurations.

In-situ measurement of viscosity advances the field of rheology, and aides the development of sensing systems for condition and performance monitoring of lubricated mechanisms. Many lubricated mechanisms, such as journal bearings or seals, are characterised by three-layer interfaces; an oil separating two solid (usually metallic) bodies. The viscoelastic study of the lubricating oil in layered systems is possible in-situ by means of ultrasonic reflection (Schirru a al. (2015)). General solutions exist for the reflection of longitudinal plane waves from multi-layered solid-fluid systems. Similar solutions can be applied to plane shear waves. The use of a quarter-wavelength intermediate matching layer improves the sensitivity of the ultrasonic measurement and overcomes problems of acoustic mismatch. This opens the possibility of using reflectance methods to measure engineering (metal-oil) bearing applications that are acoustically mismatched. In this paper, a rigorous mathematical model for wave propagation in a three-layer system is solved for the reflection coefficient modulus and validated using a quarter wavelength ultrasonic viscometer. The model was tested against experimental data for two Newtonian reference fluids, water and hexadecane, and for one non-Newtonian reference fluid, squalene plus polyisoprene (SQL + PIP), measured ultrasonically at frequencies between 5 and 15 MHz. The results are in agreement with the expected viscosity values for the reference fluids. Further, the viscosity measurement is not limited to the resonance frequency, but it is performed over a broad band frequency range. This is important to improve measurement confidence and accurate spectroscopy measurement for the determination of viscoelastic properties.