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239
IMPROVING THE QUALITY OF GLANCING THE FRICTION SURFACES OF
AUTOMOTOR ENGINE PARTS: PARAMETERS, METHODS, AND OPTIMAL
CONDITIONS.
Kasimov Ilkhomjon
PhD., Associate Professor
Department of Automotive Engineering and Transport
Andijan State Technical Institute
+998 97 272 07 37
Abstract:
The quality of smoothing the friction surfaces of engine parts is important for its long-
term and efficient operation. In the current literature, the methods of grinding are insufficiently
covered, and a unified system of indicators has not been developed. The quality of grinding is
influenced by the physical and mechanical properties of the materials, the quality of processing,
the lubricating material, and the conditions of friction. Taking these factors into account,
optimizing the grinding process extends the service life of engine parts and increases operational
efficiency.
Keywords:
engine, friction surface, grinding, physical and mechanical properties, lubrication,
processing
Introduction.
The issue of improving the quality of friction surfaces depends on the quality of
grinding the mechanism consisting of these friction parts, since as a result of grinding, the wear
of engine parts ydecreases significantly even during the period of stable wear yof the engine's
subsequent operation period.
Despite the above, the methodology for polishing engine parts is not sufficiently covered in the
current literature. At the same time, a unified system of indicators characterizing the quality and
methods of grinding engine parts has not been developed. This circumstance can be explained by
the difficulty of choosing grinding parameters and the lack of justification for the optimal
conditions for its implementation [1].
Based on the above analysis, the following main factors affecting the grinding of engine parts
can be identified:
1. Physico-mechanical properties of materials on friction surfaces;
2. Quality of machining of friction parts (purity of the surface, deviation from the geometric
shape, etc.);
3. Type of machining of working surfaces of parts (thermal, chemical-thermal, electrical,
chemical, etc.);
4. Quality of assembly of contact surfaces (deviations from alignment and perpendicularity);
5. Quality of lubricating material (viscosity, degree of acidity or alkalinity, type and amount of
additive in the oil, presence of foreign mechanical impurities, their types and sizes) [2];
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ambient temperature (temperature of friction surfaces, coolant, lubricant, and oil pressure;
the speed of movement of friction surfaces relative to each other, their compatibility and
their change over time;
the amount of specific pressure (load) acting on the friction surface, the nature of their
application, and their change over time;
stagedness or continuity of grinding in terms of friction speed and load;
Rolling stages: cold, hot in no-load mode, hot under load.
Methodology. From the above, it can be seen that, despite many years of experience of engine manufacturers
and repair enterprises, the issue of engine grinding is organized on the basis of practical experience.
In recent decades, some research has been conducted on the issue of engine grinding. They are mainly
devotedto the selectionof lubricantusedfor grinding engine parts andthe justification of the grindingstage.
A.L. Khokhlov, V.V. Varonkov used low-viscosity (industrial grade 12) oil in their research on
the grinding of the Zil engine, as a result of which the grinding time was reduced from 55
minutes to 31 minutes, and the wear resistance of the friction surfaces during grinding on the
stand increased by two timesa [3].
Research has shown that grinding engines at low speeds is not advisable, since in the initial
period of grinding (5-10 minutes), the wear of friction surfaces increases hundreds of times
compared to high speeds. Syrbakov A.P. emphasized that cold grinding of engines without
loading is an unnecessary process. At the same time, they showed that during the grinding period,
at a coolant temperature of 25oC, the wear in the engine is 5 times higher than at normal
temperatures, and at 50oC, the wear is 1.6 times higher [4].
At the same time, great attention is paid to cold grinding of engines. According to S.P. Bazhenov,
B.N. Kazmin, and S.V. Nosov, cold grinding of the friction surfaces of cylinder-piston group
parts is of great importance for increasing their service life [14;92-b]. However, in most repair
enterprises, repaired engines are not subjected to cold running-in, or even if they are, they are
run-in using the oil used in operating conditions. In cold rolling , the viscosity of such oils is tens
of times higher than the viscosity of oils recommended for grinding. If we consider that cold
grinding is carried out at low crankshaft speeds (100-300 rpm), then after repair in newly
assembled engines, due to insufficient oil pressure and small gaps between the friction surfaces,
the wear rate of the parts yincreases.
It should be noted here that cold rolling of engines often is carried out with the cylinder head
removed, which is, of course, a mistake, since when the head is fixed in place after grinding,
deformation of the cylinder and liner (up to 20 μm) occurs, which, in turn, leads to additional
costs and measures to eliminate it.
The authors emphasized that cold grinding of engines without loading is an unnecessary process [13;
110-b]. At the same time, they showed that during the grinding period, at a coolant temperature
of 25oC, ywear in the engine y is 5 times higher than at a normal temperature, and at 50oC, the
wear is 1.6 times higher.
Result and discussion. Studies conducted in Russia have shown that a reduction in rolling time can
be achieved by changing its modes and the viscosity of the oil. For example, the rolling time of a
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passenger car engine using a mixture of motor oil (50%) and industrial oil 12 (50%) was reduced
from 165 minutes to 80 minutes (see Table 1).
1-table
Methods of surface treatment of parts
No Cutting method
Initial accuracy,
quality
Achieved
accuracy,
quality
Surface
roughness, μm
1
.
Grinding
16...18
15...16
greater than 100
2
.
Primary processing
15...16
12...14
75...125
3
.
Semi-clean processing
12...14
11...12
40...60
4
.
Finishing
11...12
8...11
10-15
5
.
Fine processing
8...11
7...8
2.5
6
.
Finishing
7...8
6...7
0.63
7
.
Honing
6...7
4...6
0.16
8
.
Smoothing
4...6
up to 5
up to 0.05
Conclusion. The transition from a rough initial state to a smooth working state during processing
involves complex mechanical, physical, and chemical processes.
In the process of polishing ICE parts with a porcelain cutter, the geometric and other
characteristics of the parts change, i.e., they wear out, the cause of which is friction. This type of
friction affects both the workpiece being machined and the porcelain cutter. The wear resistance
of parts due to friction against the fastened porcelain cutter depends on their hardness.
One of such pairs in automobile engines is the crankshaft journal, which should not only handle
the largest loads but also be able to operate under maximum increased voltage during startup.
References
.
1. Almatayev T., Kosimov I., Soliyev K. et al. Study of the friction process of friction pairs. //
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"Development and Efficiency of the Road Complex in the Central Asian Region. Tashkent:
TADI, 2000. pp. 61-64.
2. Kosimov I.S. Final processing of oval parts of internal combustion engines with an eccentric
rotary grater for polishing surface surfaces // Republican scientific-practical conference on the
topic "Current issues and prospects of ecology, public safety and labor protection." Andijan.
2023. pp. 911-915.
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3. Nosirov I.Z., Qosimov I.S. Internal Combustion Engine Resilience of a Damas Car. //
Scientific Bulletin "MACHINE-BUILDING" of the Andijan Machine-Building Institute. 2016.
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