Friction in Internal Combustion Engines

Mean friction pressure p mr [bar] 

Friction in Internal Combustion Engines 

Lecture at the 

Budapest University 

of Technology and Economics 

November 18, 2010 

Mean effective pressure p me 

[bar] 

Prof. Dr.-Ing. Wilhelm Hannibal, 

Fachhochschule Südwestfalen, 

University of Applied Science, 

Iserlohn, Germany 

hannibal@fh-swf.de 

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: hannibal@fh-swf.de 

Fig. 1

Presentation Outline 

1 Introduction 

2 Basic Theoretical Views of Friction and Lubrication 

3 Methods for Measuring of Friction at Internal Combustion Engines 

4 Influence of Friction on the Fuel Consumption 

5 Friction Behaviour of Combustion Engines Already Built 

6 Friction of the Valve Train Components 

7 Friction of the Engine Block Components 

8 Friction of the Auxiliaries 

9 Thermo Management 

10 Reduction of Idle Speed 

11 Reduction of Friction Through Variable Valve Train 

12 Trends In The Engine Development to Reduce Friction 

13 Summary / Outlook 

Fig. 2 

Copyright: Prof. Dr.-Ing. W. Hannibal, Fachhochschule Südwestfalen, University of Applied Science, Iserlohn, Germany, contact: hannibal@fh-swf.de


Measures to Reduce Fuel Consumption on Combustion Engines 

• Optimization of the burning process 

„Better Efficiency“ 

• Reduction of pumping losses 

• Reduction of the engine´s friction 

Source: BMW 
















Fig. 4 



Definition of Friction 

The useful power at the output shaft of internal combustion 

engines (effective power Pe) is lower than the internal power 

at the pistons (indicated power Pi). 

The difference is referred to as the friction loss Pr. 

Pr = Pi - Pe 


Fig. 5


Definition of Friction 

The friction power is the sum of the friction of all engine 

components like piston friction, valve train friction, pump friction 

etc.. 

To compare different engines in their efficiency the friction is 

summarized in the mean friction pressure pmr. 


Fig. 6


Components that Cause Friction 

The friction of a complete engine includes the friction losses or drive powers of the 

individual engine´s components: 

‣ An engine consisting of: 

• Crankshaft main bearing with radial shaft sealing rings 

• Connection rod bearings and piston group (pistons, piston rings and piston pins) 

• Any mass balancing systems 

‣ Valve train and timing gear 

‣ Auxiliaries, such as: 

• Oil pump, possibly with oil pump drive 

• Coolant pump 

• Alternator 

• Fuel injection pump 

• Radiator fan 

• Vacuum pump 

• Air conditioning Compressor 

• Power steering pump 

• Air Compressor 

Source: Basshuysen, [2] 


Fig. 7


Friction States 

Depending on lubrication prevailing at the various friction points in the 

engine, different friction states occur. The most important are: 

• Solid friction (Coulomb‘s friction) 

Friction between solids without fluid intermediate layer. 

• Boundary friction 

Friction between solids with an applied solid lubricant layer without a fluid 

intermediate layer 

• Mixed friction 

Fluid friction and solid friction or boundary friction occur simultaneously; the 

lubricant layer does not completely separate the two friction layers from one 

another, and a certain contact occurs. 

• Fluid friction (hydrodynamic friction) 

A liquid (or gaseous) substance between the two friction layers completely 

separates' the two from one another. In the internal combustion engine, the 

movement of the friction surfaces against one another creates the 

hydrodynamic supporting effect of the intermediate substance. 



Fig. 8

Coefficient of friction μ 


Stribeck Curve 

ν = const. 

Starting friction 

Boundary friciton 

Mixed friction 

Breakaway point 

Liquid friction 

Lower 

operating limit 

Upper 

operating limit 

Sliding speed v 

- - - - - - - Liquid friction 

- - - - - Solid friction 


Source: Affenzeller, [3] 

Fig. 9


The Level of Temperatures at Combustion Engines 

180 to 300 C 

180 to 300 C 

115 to 185 C 

Source: Grebe, [4] 

80 to to150 C 

component s temperature is one of the most friction influencing parameters 


Fig. 10

Kinematic viscosity in [mm 2 / s] 


“Ubbelohe Diagram” 

Engine oil 

Temperature [ C] 


Fig. 11


Temperature Scope of Engine´s Oil Quality 

Temperature 

in C Source: Grebe, [4] 


Fig. 12


The Engine´s Oil Circuit 

Ventilation 

from engine to 

fuel tank 

Storing 

tank 

Ventilation to air filter 

Full flow filter 

oil pressure sensor 

Lubrication 

(camshaft) 

Temperaturesensor 

Drills 

Oil pressure and 

oil temperature 

gauge 

Oil cooler 

With cooling 

Without cooling 


Pressure relief valve 

(opens at 5.4 bar) 

Oil pump 

Plain 

oil pan 

Pressure relief valve 

(opens at 8 bar) 

Oil strainer 

Oil pump for the recirculation 


Fig. 13


Pressure Oil Circuit and Oil Back Flow to the Oil Sump 

Oil filter 

Balance shaft 

Oil pump 

gear 

Duocentric 

oil pump 

Plate 

oil cooler 

Pressure oil 

course 

Oil return line 

Low pressure oil 

course Source: Grebe, [4] 


Fig. 14


Hydro Dynamical Lubrication 

Tightened 

gap 


Fig. 15


Shaft Position over Shaft Speed 

speed = 0 low speed high speed speed = ∞ 


Fig. 16


Shaft Position Depending on Friction Status 

a) Dry friction a) Mixed friction c) Liquid friction 

Dry 

friction 

Liquid 

friction 

Lubrication 

oil 

Standstill Low peripheral speed High peripheral speed 

Bearing 

Bearing 

journal 

Lubrication 

oil 

bearing Bearing 

force 

Liquid 

pressure 


Fig. 17


Influence of the Shaft Bending on the Bearing Pressure 


Fig. 18


Influence of the Bending Geometry on the Bearing Pressure 


Fig. 19















Fig. 20 


3 Methods of Measuring Friction at Internal Combustion Engines 

Overview of Methods 

- The run down method 

- The shutoff method 

- The Willians lines 

- The motoring method 

- The strip method 

- The indication method 

- Special measuring method 


Fig. 21


The Run Down Method 

Here the engine is switched off after stabilization at an operating 

point, and the change in speed is measured as a function of 

time. The friction moment or mean friction pressure is then 

calculated using the moments of inertia of the moving masses. 


Fig. 22


The Shutoff Method 

On multiple-cylinder engines, the fuel supply to one of the cylinder 

is shut off, and this cylinder is then dragged along by the other 

working cylinders. 

The friction loss can be determined from the change in effective 

engine power before and after the fuel shutoff. 


Fig. 23


The Willians Lines 

The fuel consumption of an engine is plotted on the Y-axis against 

the mean effective pressure p me for various engine speeds. 

The intersections with the negative p me axis are then determined 

by linear extrapolation of the values down to fuel consumption 

zero; these can be roughly regarded as the mean friction pressure 

at the respective engine speeds. 


Fig. 24


The Motoring Method 

The engine is motored on a 

test rig by an external motor. 

The motoring power 

required to drive the engine 

is regarded as the friction 

loss. With this method either 

the engine can be motored 

at operating temperature 

and measured immediately 

after shutting of the fuel 

supply or it can be 

conditioned via external 

thermostat installations. 


Fig. 25


The Strip Method 

Strip measurement is a special form of motoring that is used to 

measure the friction losses of the various engine components, such 

as, the friction of the engine, the valve train, and the auxiliary drives. 

The designation derives from the method where the engine is 

dismantled (stripped) step by step on a motoring test rig. 

The friction losses of the individual components are determined from 

the difference between the measured values with and without these 

components. The total friction of the engine is obtained by addition of 

the values for the individual components. 


Fig. 26


The Indication Method 

This method can be used to 

determine the friction of an 

engine in motoring mode. 

Integration of the measured 

cylinder pressure over a 

working cycle gives the 

indicated work W i which 

referred to the swept volume, 

gives the indicated mean 

pressure p mi . If the mean 

effective pressure p me 

calculated from the torque 

measured at the drive shaft is 

subtracted from this, we 

obtain the mean friction 

pressure p mr . 


Fig. 27


The Cylinder Pressure Transducer 

Source: Kistler 


Fig. 28


The Cylinder Pressure Indication; Charge Amplifier 



Fig. 29


The Cylinder Pressure Indication; Data Post Processing 



Fig. 30


Example of Cylinder Pressure Measurement Equipment 

Precleaner 

Air 

meter 

U- bend manometer 

Calming tank 

Air filter and flow sensor 

plate 

Electric fuel pump Tank 

Flow divider Filter 

Air 

Fuel injectors 

Return flow 

cooling 

Consumption measuring 

Radiator 

Oil filter 

Control pressure Generator 

Torque measuring 

Heater 

Crankshaft 

mark 

Light barrier 

Oil cooler 

Exhaust 

silencer 

External 

oil pump 

Oscillo 

-scope 

P1- meter 

Voltmeter 

Engine 

speed 

measuring 

Thermocouple 

Pressure sensor 

Source: Hannibal, [1] 

Gas meter 

Metering point 

Heater 

Oil pressure 


Fig. 31


p mi Defect Because of an Incorrect TDC Trigger Signal 

After TDC Trigger pulse Before TDC 



Fig. 32


The Cylinder Pressure Indication; Piston Position Adjustment 

Piston Stroke Measurement 

Groove disk 

Engine block 

Crank shaft mark 

Oscilloscope 

b. TDC TDC a.TDC 

Bulb 

Digital Voltmeter 

PI Meter 

Phototransistor 



Fig. 33


Example for Oil Temperature Conditioning 

1 Engine 

2 Compensation 

reservoir 

3 Oil pump 

4 Valve 

5 Valve 

7 Coolant reservoir 

8 Feed valve 

9 Discharge valve 

10 Over fall 

11 Oil heating 

12 Manometer 

13 Oil filter 



Fig. 34


Example for Water Temperature Conditioning 


2 Coolant reservoir 

3 Feed valve 

4 Discharge valve 

5 Over fall 

6 Coolant heating 

7 Water pump 



Fig. 35


Special Measuring Method 

Apart from the friction measuring methods described above, 

there are a large number of other methods for determining, 

for example, the friction of individual components during 

operation. Torque measuring flanges can be used to carry 

out measurements on components driven by shafts. For the 

piston group there are various facilities for measuring the 

piston frictional force. 


Fig. 36


Comparison of the Individual Friction Measurement Methods 



Fig. 37















Fig. 38 



Comparison between Diesel and Spark Ignition Engines 

The mechanical efficiency η m of an internal combustion engine 

is defined as the ratio of mean effective pressure p me to mean 

indicated pressure p mi . 

To compare different engines in their efficiency the friction is 

summarized in the mean effective friction pressure pmr. 

At an engine speed of 2000 rpm p mr has values between 0.5 

and 1.4 bar including injection pump and all engine components. 


Fig. 39




Complete engine 

Motor, valve train 

loaded oil pump, 

Loaded water pump 

Unloaded alternator 

Motored, full load 

Oil: 15W40 

Oil/Coolant temperature: 90 C 

Spark ignition engine 

Diesel engine (direct injection) 

Engine speed [1/min] Source: Koch, [5] 


Fig. 40



Development of the Friction in Four Cylinder SI-Engines 

Source: Schwaderlapp, [6] 

Model year 

4-cylinder SI engines 

(1.6 to 2.2 liter piston displacement) 


Fig. 41

Reduction of fuel consumption 



Diesel engine 

Spark 

ignition 

engine 

Reduction of friction 

Source: Koch, [7] 


Fig. 42

Power [%] 


Percentages of Friction losses in the Engine Characteristic Map 

Engine speed [1/min] 

Source: FEV 


Fig. 43















Fig. 44 


Mean friciton friction pressure p mr [bar] 


Friction Breakdown of a Modern Car SI Engine 

Water pump 

and alternator 

Oil pump 

Valve train 

Pistons and piston rods 

Crankshaft 


Oil: SAE 15W40 

Oil/coolant 

temperature: 90 C 



Fig. 45

Percentage [%] 


Percentage Breakdown of Friction in a Modern Car SI Engine 

auxiliaries 

valve train 

piston group 

crank shaft 

Engine speed [rpm] 



Fig. 46

Mean friciton pressure p mr [bar] 


Percentage Breakdown of Friction in a Modern Car SI Engine 

Power steering pump 

A/C compressor unloaded 

Fuel Pump 

Water pump and alternator 

Oil Pump 

Valve Train 

Pistons and piston rods 


Crankshaft 


Oil/Coolant 

Temperature: 90 C 



Fig. 47

Mean friction friciton pressure p mr mr [bar] 


Friction in Car Engines as a function of Swept Volume 

Complete engine 

(stripped) 

motor, valve train 


loaded water pump 

unloaded alternator 

einfügen 


Oil/Coolant temperature: 

90 C 

Piston displacment [cm³] 



Fig. 48

Mean friciton pressure @ 2000 rpm [bar] 


p mr Benchmark from Model Year 1998 - 2008 

FEV Benchmark 2009 

Model year 

Source: FEV 


Fig. 49



Friction Measurement Results from a 1.8l SI Four Cylinder Engine 


[bar] 



Fig. 50



p mr [bar] Temperature T [ C] 


[bar] 



Fig. 51

Temperature T [ C] 

p mr [bar] 




[bar] 



Fig. 52

p mr [bar] 

Temperature T [ C] 




[bar] 



Fig. 53

Blow by Q B [m n ³/h] Blow by rate Q BR [x100 in %] 



Mean effective pressure p me [bar] Source: Hannibal, [1] 


Fig. 54





T Oil =90 C T WE =80 C 



Fig. 55

p mr [bar] 




[bar] 



Fig. 56




Coolant Temp. T WE [ C] 

T oil =90 C 



Fig. 57




Coolant Temp. T WE [ C] 

T oil =90 C 



Fig. 58



Comparison of Measured Mean Friction Pressures 

Oil/Coolant temperature = 90 C 

Fired engine, variation of load 

Fired engine, zero load 

Motoring mode 

Mean effective pressure p me [bar] 



Fig. 59


Influence of the Oil Viscosity on Friction 



Fig. 60


Oil Pressure and Oil Volumetric Flow in the Lubrication Circuit 



Fig. 61















Fig. 62 


Mean friction pressure [bar] 


Friction for Several Valve Train Concepts 

Mechanical lash adjustment in Comparison 

to roller rocker finger 

Bucket with hydraulically lash adjustment 1.6 l – 4V (Gen. 2) 

Friction range hydraulic buckets 

Friction range roller rocker finger 

Example for a 

bucket with 

mechanical lash 

adjustment 




Fig. 63


Bucket Valve Train 

Hollow 

camshaft 

Bucket with 

mechanical lash 

adjustment 

Conical 

valve spring 

Example: GM Powertrain 1,6l – 4V Twinport Source: Grebe, [4] 


Fig. 64

Torque [Nm] 


Torque at the Camshaft 

Total camshaft torque 

Frictional torque 

Torque 

0 CA 

Torque drives cam 

Camshaft angle [ CA] 



Fig. 65


Comparison of Various Valve Train Concepts 



Fig. 66



Breakdown of Friction in the Valve Train 

Bucket 

Leightweight 

construction 

Camshaft bearings 

Valve guide 

Bucket guide 

EHD contact 

Roller bearings 


Source: Speckens, [8] 


Fig. 67

Driving torque of the cylinder head [Nm] 


Influence of Coatings 

4Cyl.-4Valve (94) (Bucket) 

Optimised (97) (roll) 

Ion- emplanted (98) (roll) 

Engine speed 

[1/min] 

Source: Goedeckmeyer, [8] 


Fig. 68


Roller Contact To The Cam at the Levers 

Roller 

rocker 

finger 

Roller 

rocker 

arm 


Fig. 69


DLC-Diamant Coating 

Hard, diamond like 

surface coating, 

mostly applied in PVD 

(physical vapor deposition). 

Direct influence on the 

friction surface. 

DLC coat- thickness 5 μm. 

Approximately 5 % 

reduction of friction 



Fig. 70


… 

Built camshaft with 

needle bearings. 

Needles run directly on 

the hardened camshaft. 

Valves and valve springs 

unaltered for the measuring 



Fig. 71















Fig. 72 


Main bearing friction moment [Nm] 

7 Friction of the Engine Block and its Components 

Friction per Crankshaft Main Bearing Over Main Bearing Diameter 

Main bearing diameter [mm] 

einfügen 

2000 rpm 


Oil/Coolant 


Regression curve 

for SI engines 


for diesel engines 


for SI R engines 

Main bearing diameter³ [cm³] 

Source: Pischinger, [9]; 

Koch, [5] 


Fig. 73

Dynamic friction force [N] 


Friction … 

Dynamic friction force measuring system - PIFFO 

Piston friction force 

Piston ring Package: 

Version B: Basic Version 

Version C: Optimized pretension 

and ring height 

Motored, full load 

2000 rpm 

Oil/coolant 


100 

Version C 

0 

-200 

Version B 

-100 


0 180 360 540 720 

Crankshaft angle [degree] 


Fig. 74




Piston rings variants: 1, 2, 3, 4 

Boundary conditions: Trailed, full load 

Temperature 90 C 


Sum of piston ring surfaces pressure 


Fig. 75


Main Influence Parameter of the Crankshaft Component Friction 

Number of rings 

and tangential 

tension 

Mass of piston 

and piston rod 

Gliding surface 

at the side 

Bearing diameter 



Fig. 76


Locations of Friction at the Piston Group 

Piston rings 

Piston 

Piston 

pin clip 


Piston pin 

Piston rod bearing 

Small piston 

rod eye 

Piston rod 

Piston rod 

screw 

Piston rod 

bearing 

Large piston 

rod eye 

Piston rod 

bearing cap 


Fig. 77




Fly Wheel 

Crank Arm 

Shaft Extension 

(Mean Bearing) 

Crank Shaft 

Crank bow 

Crank Shaft 

Journal 

Starter Gear Ring 

Axial bearing disc 

Crank Shaft 

Bearing Shells 


Fig. 78


Kinematic Situation at the Piston Group 


Piston Lateral 

Force F N 

Combustion 

Pressure p 

Piston Force F K 

Connection Rod 

Force F P 

Radial Force F R 

Tangential Force 

F T 

r: Crank Radius 

M: Engine Torque 

Connection Rod 

Force F P 


Fig. 79



Compression Pressure 

Combustion Pressure 

TDC 

CA 

CA 

CA 

DS: Pressure 

Site GDS: Backpressure Site 

Axis set off 



Fig. 80


Cylinder Bore Wear; Normal Wear Left, Ahead Time Wear Right 

TDC 

Reversal point 

Region of 

high piston 

velocity 



Fig. 81


… 

Cylinder Wall 

Hydro dynamical 

Pressure 

Piston 

Lateral 

Force 

Lubrication Gap 

Piston 



Fig. 82

Friction Torque 

0.25 Nm 

0.1 bar 


Influence of Roller Bearing of the Crankshaft 

2000 rpm, 90 C 

Roller bearing 

Radial shaft seal 

Main bearing diameter [mm] 

2000 rpm 

Plan bearing 

Roller bearing 

p me 

-72 % -55% 

-41% 

Oil Temperature [ C] 



Fig. 83















Fig. 84 




Friction of the Auxiliaries Necessary for the Engine Operation 

Scatter Range 

Serial gasoline 

engine 

Date: 1/2003-1/2009 

Number of Engines: 53 

Oil: 0W30 – 15W40 

Temperature: 90 C 

Auxiliaries: 

loaded oil pump 

loaded water pump 

unloaded alternator 

(each incl. drive) 

Engine speed [min -1 ] 

Source: FEV 


Fig. 85

Mean friciton pressure p mr [bar] 


Friction of Various Oil Pumps 

Oil: 15W40 

Oil/Coolant 

temperature: 

90 C 

Oil pump 


control valve 

(active), 

pump drive 

Engine speed [min -1 ] 



Fig. 86


Oil Pressure and Oil Volumetric Flow in the Lubrication Circuit 



Fig. 87

Mean friction pressure p me [bar] 


Level of Several Engine Components 

Engine 1 

Conditioning circumstances 

Lubricant-/Coolant temp. 90 C 

Water pump 

Camshaft drive 

Valve train 

Piston group 

Oil pump 

Crank 

shaft 




Fig. 88















Fig. 89 



Components of the Control Circuit 

1 Engine block 

2 Cylinder head 

3 Mechanical main 

cooling pump 

4 Cooling control 

valve 

5 Cooler 

6 Engine cooling 

van with jalousie 

7 Heating 

recuperator 

8 Additional water 

pump 

9 Check valve 


electronically 

control unit (ECU) 


Fig. 90


Example of a Control Circuit 



Fig. 91


Water Flow 

Transfers in the 

head gasket 

Water jacket in 

the cylinder head 

Thermostat 

electrically 

heated 

Water 

pump 

Water jacket in 

the cylinder block 

Water manifold 



Fig. 92


Influence on Fuel Consumption in the Test Cycles 



Fig. 93


Working Principle 

Working Principle 

Electrically heated thermostat allows engine characteristics 

controlled opening of the thermostat 

Part load 

• High temperature of the cooling fluid (ca. 105-110 C) 

• High oil temperature, as the heat transfer is reduced by the 

cooling water 

• viscosity of the oil decreases → reduced friction 

Full load 

• maximal cooling for the frigid cylinder head 

→ optimized boundary conditions for the engine knocking 

→ maximized cylinder charging 


Fig. 94


Range of 70 % Mechanical Effiency 

4 Stroke SI Engine 

MVEG- Test Circle Relevant Range 

Source: 

Average mechanical 

efficiency: 70% 


Fig. 95


… 

Empirical Formula 

effective work on the clutch 

indicated work on the piston 

Empirical Formula (Goetz AG) 

specific fuel consumption [g/kWh] 

lowering specific fuel consumption [g/kWh] 

mechanical efficiency [-] 

mean friction pressure [bar] 

lowering mean friction pressure [bar] 

With an average mechanical efficiency of 0.7 

→ 0.05 bar changing in mean friction pressure (at p mr = 1.5 bar) 

→ causes 1 % in the efficiency / fuel consumption 


Fig. 96















Fig. 97 



Fuel Consumption Potential 

Reducing the idling speed decreases fuel consumption 

Rule of thumb: 

Reduction of 100 1/min results: 

SI engine 

0.04 l/h per 1000 cm³ cubic capacity 

Diesel engine 

0.022 l/h per 1000 cm³ cubic capacity 



Fig. 98

Idle fuel consumption [l / h / 1000 cm³] 


Idle Speed Influence 

Otto engines 

Diesel engines 

Idle speed 

[1/min] 



Fig. 99


Limits 

• Combustion System 

- Otto engine with exterior fuel- mixture generation allows ca. 500 – 600 1/min 

- fuel direct injection allows lower idling speeds due to more stable mixture 

generation and more accurate admeasurement 

• Oil Pump Dimensioning 

- Oil pressure has to be assured ( eventually larger oil pump with higher input 

power) 

• Vehicle- Auxiliaries Drive System 

- alternator limits the idling speed reduction 

(further improvements through lower mass inertia, decoupling elements, …) 

- control assembly – dynamic 

• Driveaway of the Vehicle 

- engine speed is necessary for the clutch- in process (clutch modulation) 


Fig. 100















Fig. 101 



Fully Variable Valve Train UniValve of Kolbenschmidt Pierburg AG 

spring 

guide 

' 

cam 

eccentric shaft 

intake valve 

working curve 

forked lever 

roller rocker finger 

HLA 



Fig. 102


Friction of the Variable Valve Train UniValve at Low Speeds 



Fig. 103


Friction of the Variable Valve Train UniValve at Low Speeds 



Fig. 104















Fig. 105 


12 Trends in the Engine Development to Reduce Friction 

- Better analysis methods, usage of data basis 

- Reduction of contact surfaces 

- Downsizing 

- Usage of roller contacts 

- Optimisation of the lubrication system 

- Optimisation of the oil quality 

- Innovative optimized components like chain tensioners etc. 

- … 


Fig. 106















Fig. 107 



References in Addition to the Sources in the Slides 

- The reduction of friction is a main development task for achieving a better 

fuel consumption 

- all engine's components have to be optimized 

- The standard valve train will have roller rocker fingers 

- The best variable valve train system will also be based on a roller rocker 

finger design 

- The downsizing concepts will reduce friction thought a consequent light 

weight design 

- The potential of friction reduction of the engine block components has to be 

a main topic in the engine development 

- The friction reduction of the auxiliaries like optimised oil pumps is also 

significant 

- A high political pressure on the CO2 potential reduction will speed up the 

engine´s development 


Fig. 108


References in Addition to the Sources in the Slides 

[1] Hannibal, W.: Reibungsmessungen an einem schnelllaufenden 4-Takt-Ottomotor. Diplomarbeit, Universität Hannover, 1986 

[2] Basshuysen, R.; Schäfer, F.: Internal Combustion. Handbook, SAE InternationalWarrendale, Pa., 2004 

[3] Affenzeller, J.; Gläser, H.: Lagerung und Schmierung von Verbrennungsmotoren: Die Verbrennungskraftmaschine. 

Band 8, Springer- Verlag, 1996 

[4] Grebe, P.: Weiterentwicklung des Ottomotors. Vorlesung an der TU Wien, 2010 

[5] Koch, F.; Hermsen, F.; Marckwardt, H.; Haubner, F.: Friction Losses of Combustion Engines – Measurements, 

Analysis and Optimization Internal Combustion Engines Experiments and Modeling. Capri, Italy, 15. - 18. 09.1999 

[6] Schwaderlapp, M.; Koch, F.; Bollig, C.; Hermsen, F.; Arndt, M: Leichtbau und Reibungsreduzierung – Konstruktive 

Potenziale zur Erfüllung von Verbrauchzielen. 21. Internationales Wiener Motorensymposium, Vienna, 04. – 05.05.2000 

[7] Koch, F.; Geiger, U.; Hermsen, F.: PIFFO – Piston Friction Force Measurement During Engine Operation. SAE 

Paper 960306, 1996 

[8] Speckens, F.; Hermsen, F.; Buck, J.: Konstruktive Wege zum reibungsarmen Ventiltrieb. MTZ 59, 1998 

[9] Pischinger, R.; Kraßnig, G.; Taucar, G.; Sams, T.: Thermodynamik der Verbrennungskraftmaschine: Die 

Verbrennungskraftmaschine. Band 5, Springer- Verlag, 1989 

[10] Hannibal, W,; Flierl, F.; Schmitt, S.; Lauer, F.: Schopp, G.; Kleinert, G.: Einsatz teilvariabler und vollvariabler 

Ventilsteuerungen für unterschiedliche Ottomotorenkonzepte. Vortrag auf der 3. ATZ-MTZ Tagung , Ladungswechsel im 

Verbrennungsmotor, 19. Oktober 2010, Stuttgart 

[11] Goedeckmeyer, S.; Windisch, H.: Reibleistungsmessungen an Zylinderköpfen mittels Drehmomentenmessung mit dem 

Drehmoment-Meßflansch; Firma HBM, MSR 06/1998 

Additional References: 

[12] Albers, A.: Konstruktionselemente des Maschinenbaus 2. Vorlesungsskript Universität Karlsruhe, 2008 

[13] Bartz, W.: Grundlagen der Tribologie. Esslingen, 2002 

[14] Kochanovsky, H.: Der Totpunktfehler bei der Bestimmung des indizierten Mitteldruckes von Verbrennungskraftmotoren. 

MTZ 37 (1976) 1/2 

[15] Ullrich, W.: Einfluss des Totpunktfehlers auf die Bestimmung des indizierten Mitteldrucks. Ingolstadt, 1983 

[16] Szengel, R.: Einfluss konstruktiver Parameter auf die Reibungsverluste der Kolbengruppe eines Hubkolbentriebwerkes. 

Dissertation, Universität Hannover, 1985 

[17] Paland, E.: Hydrodynamische Gleitlager. Vorlesungsskript Universität Hannover, 1984 


Fig. 109


General References in Addition to the Sources in the Slides 

[18] Huber, K.: Reibungsarmer Verbrennungsmotor. Vortrag KKK, 1996 

[19] Affenzeller, J. : Lagerung und Schmierung von Verbrennungsmotoren - Die Verbrennungskraftmaschine. Springer, 1996 

[20] Koch, F.; Haubner, F.; Schwaderlapp, M.: Thermomanagement beim DI Ottomotor – Wege zur Verkürzung des 

Warmlaufs. 22. Internationales Wiener Motorensymposium, Vienna, 26.04 - 27.04.2000 

[21] Koch, F.; Geiger U.: Reibungsanalyse der Kolbengruppe im gefeuerten Motorbetrieb. GfT Tribologie- Fachtagung, 

Göttingen, 5/6 November 1996 

[22] Haas, A.: Aufteilung der Triebwerksverluste am schnellaufenden Verbrennungsmotor mittels eines neuen 

Messverfahrens. RWTH Aachen, Dissertation, 1987 

[23] Koch, F.; Fahl, E.; Haas, A.: A New Technique for Measuring the Bore Distortion During Engine Operation. 21st 

International CIMAC Congress, Interlaken, 1995 

[24] Haas, A.; Esch, T.; Fahl, E.;Kreuter P.; Pischinger, F.: Optimized Design of the Lubrication System of Modern 

Combustion Engines. SAE Paper 912407, 1991 

[25] Haas, A.; Fahl, E.; Esch, T.: Ölpumpen für eine Verlustarme Motorschmierung. Tagung ‘‘Nebenaggregate im 

Fahrzeug‘‘, Essen, 1992 

[26] Haas, A.; Kreuter, P.; Maassen, F.: Measurement and Analysis of the Requirement of the Dynamical Bearings in High 

Speed Engines. SIA Nr. 91191, Strasbourg, 1991 

[27] Esch, T.: Luft im Schmieröl – Auswirkungen auf die Schmierstoffeigenschaften und das Betriebsverhalten von 

Verbrennungsmotoren. Lehrstuhl für Angewandte Thermodynamik, RWTH Aachen, 1992 

[28] Haas, A.; Stecklina, R.; Fahl, E.: Fuel Economy Improvement by Low Friction Engine Design. Second International 

Seminar ‘‘Worldwide Engine Emission Standards and How to Meet Them‘‘, London, 1993 

[29] Haubner, F.; Klopstein, S.; Koch, F.: Cabin Heating – A Challenge for the TDI Cooling System. SIA Congress, Lyon, 

10.- 11.05.2000 

[30] Bolenz, K.: Entwicklung und Beeinflussung des Energieverbrauchs von Nebenaggregaten. 3. Aachener Kolloqium 

Fahrzeug- und Motorentechnik, 1991 

[31] Gorille, I.: Leistungsbedarf und Antrieb von Nebenaggregaten. 2. Aachener Kolloqium Fahrzeug- und Motorentechnik, 

1991 

[32] Henneberger, G.: Elektrische Motorausrüstung. Vieweg Verlag, Wiesbaden, 1990 

[33] Fahl, E.; Haas, A.; Esch, T.: Dynamisch belastete Gleitlager im Verbrennungsmotor . Tagung, Technische Akademie 

Esslingen, 1990 


Fig. 110


Friction in Internal Combustion Engines 

Thank you very 

much for your 

attention 


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Fig. 111

Friction in Internal Combustion Engines

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