Percent Of CO2 Emissions Research Articles

A crankshaft roller bearing internal combustion engine (ICE) offers a five percent or more improvement in overall engine efficiency and, thereby, a reduction in a five percent of CO2 emissions, compared to a plain bearing supported crankshaft. Current forged crankshaft steels represent the limiting factor of the rolling component, therefore, a replacement of the crankshaft steel is required. Apart from this, the tribology of the rolling contacts has been shown to be detrimental when lubricated with current engine oils. Therefore, this paper investigates the tribological performance of potential crankshaft bearing steels, i.e. DIN C56E2 (G55); DIN 50CrMo4 (G50); and DIN 100Cr6 (G3), while utilizing a state-of-the-art low viscosity 0W20 engine oil and under conditions prevalent to ICE. For this, damage mode investigation was performed in a disc-on-disc setup. Based on the results, wear damage of DIN 100Cr6 discs was shown to be dependent on the steel grade of which the counterpart disc was made from and surface hardness difference between both discs. In addition, surface fatigue and wear damage can be completely eliminated by selecting a proper surface roughness and hardness combination. Also, while under an elevated roughness level, engine oil was shown to promote both surface fatigue and wear damage through the work of ZDDP additives, which under extreme conditions can act as an extreme pressure (EP) additive. The residual stress measurements using the XRD technique revealed relatively high compressive residual stresses for G55 and G50 in comparison to G3 steel after surface induction hardening. In addition, no significant changes in residual stress for G55 and G50 were observed after the test. In contrast, relatively high tensile stress was observed for G3 near the surface region. This suggests that the most commonly used 100Cr6 bearing steel, in this case, is the most susceptible to surface fatigue.

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