1.1 本试验方法涵盖了对柴油或火花点火发动机活塞环和缸套中使用的材料、涂层和表面处理进行实验室台架摩擦试验的程序。该程序的目的是为候选环和衬里材料的初步、经济高效的筛选或评估提供一种方法。往复滑动布置用于模拟活塞环与其匹配衬套之间在气缸上止点附近发生的接触，其中液体润滑最无效，且磨损最严重。特别注意样本对齐、磨合和润滑条件。 1.2 本试验方法并非旨在模拟燃烧发动机工作环境的所有方面，而是旨在作为一种初步筛选的手段，以评估候选活塞环和缸套材料组合在存在用作润滑剂的流体的情况下的摩擦特性- 经过处理的发动机机油。因此，描述如何在所述测试结果与特定发动机设计或操作条件下的环和缸径材料的摩擦特性之间建立相关性超出了本测试方法的范围。 1.3 以国际单位制表示的数值应视为标准值。本标准不包括其他计量单位。 1.4 本标准并非旨在解决与其使用相关的所有安全问题（如有）。本标准的用户有责任在使用前制定适当的安全、健康和环境实践，并确定监管限制的适用性。 1.5 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认标准化原则制定的。 ====意义和用途====== 5.1 火花点火和柴油发动机的效率和燃油经济性部分受到运动部件之间摩擦的影响。虽然没有可靠的现场摩擦测量用于燃烧式内燃机，但据估计，此类发动机中至少有一半的摩擦损失是由环和缸套界面处的摩擦损失造成的。本试验方法涉及使用往复滑动装置来模拟活塞环与其配合缸孔表面之间发生的振荡接触类型，该表面靠近发生最严重表面接触情况的缸内上止点位置。有许多类型的发动机和发动机工作环境；因此，为了使用户能够灵活地根据各种发动机的代表性条件进行该测试，该标准测试方法允许灵活地选择测试负载、速度、润滑剂和测试持续时间。 本程序中可调整的变量包括:法向力、振荡速度、行程长度、测试持续时间、测试温度、试样表面制备方法以及待评估的材料和润滑剂。本文提供了关于试验设置、样本固定和对齐方式、选择润滑剂以模拟调节油特性（对于柴油发动机）以及在环形样本中运行以最小化试验结果变化的方法的指南。 5.2 发动机机油在其使用寿命的大部分时间内都处于代表使用调节机油的状态。也就是说，新鲜油会因暴露在高温、化学环境和润滑接触受限而发生变化。它会老化，改变粘度、原子量、固体含量、酸度和化学性质。在新鲜、非干燥环境中进行活塞环和缸套材料评估- 因此，对于材料筛选来说，条件油是不现实的。但是，添加剂耗尽、使用过的机油会导致发动机零件的高磨损和腐蚀。当前测试旨在使用模拟在用机油调节后，但在发动机严重损坏之前的摩擦学行为的润滑剂。

1.1 This test method covers procedures for conducting laboratory bench-scale friction tests of materials, coatings, and surface treatments intended for use in piston rings and cylinder liners in diesel or spark-ignition engines. The goal of this procedure is to provide a means for preliminary, cost-effective screening or evaluation of candidate ring and liner materials. A reciprocating sliding arrangement is used to simulate the contact that occurs between a piston ring and its mating liner near the top-dead-center position in the cylinder where liquid lubrication is least effective, and most wear is known to occur. Special attention is paid to specimen alignment, running-in, and lubricant condition. 1.2 This test method does not purport to simulate all aspects of a fired engine’s operating environment, but is intended to serve as a means for preliminary screening for assessing the frictional characteristics of candidate piston ring and liner material combinations in the presence of fluids that behave as use-conditioned engine oils. Therefore, it is beyond the scope of this test method to describe how one might establish correlations between the described test results and the frictional characteristics of rings and cylinder bore materials for specific engine designs or operating conditions. 1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 5.1 The efficiency and fuel economy of spark ignition and diesel engines is affected in part by the friction between moving parts. Although no reliable, in situ friction measurements exist for fired internal combustion engines, it has been estimated that at least half of the friction losses in such engines are due to those at the ring and liner interface. This test method involves the use of a reciprocating sliding arrangement to simulate the type of oscillating contact that occurs between a piston ring and its mating cylinder bore surface near the top-dead-center position in the cylinder where most severe surface contact conditions occur. There are many types of engines and engine operating environments; therefore, to allow the user the flexibility to tailor this test to conditions representative of various engines, this standard test method allows flexibility in selecting test loads, speeds, lubricants, and durations of testing. Variables that can be adjusted in this procedure include: normal force, speed of oscillation, stroke length, duration of testing, temperature of testing, method of specimen surface preparation, and the materials and lubricants to be evaluated. Guidance is provided here on the set-up of the test, the manner of specimen fixturing and alignment, the selection of a lubricant to simulate conditioned oil characteristics (for a diesel engine), and the means to run-in the ring specimens to minimize variability in test results. 5.2 Engine oil spends the majority of its operating lifetime in a state that is representative of use-conditioned oil. That is, fresh oil is changed by exposure to the heat, chemical environment, and confinement in lubricated contact. It ages, changing viscosity, atomic weight, solids content, acidity, and chemistry. Conducting piston ring and cylinder liner material evaluations in fresh, non-conditioned oil is therefore unrealistic for material screening. But additive-depleted, used oil can result in high wear and corrosive attack of engine parts. The current test is intended for use with lubricants that simulate tribological behavior after in-service oil conditioning, but preceding the point of severe engine damage.