With the global shift in energy structure and the advancement of the “double carbon” strategy, methanol has gained attention as a clean low-carbon fuel in the engine sector. However, the corrosion–wear coupling failure caused by acidic byproducts, such as methanoic acid and formaldehyde, generated during combustion severely limits the durability of methanol engines. In this study, we employed a systematic approach combining the construction of a corrosion liquid concentration gradient experiment with a full-load and full-speed bench test to elucidate the synergistic corrosion–wear mechanism of core friction pairs (cylinder liner, piston, and piston ring) in methanol-fueled engines. The experiment employed corrosion-resistant gray cast iron (CRGCI), high chromium cast iron (HCCI), and nodular cast iron (NCI) cylinder liners, along with F38MnVS steel and ZL109 aluminum alloy pistons. Piston rings with DLC, PVD, and CKS coatings were also tested. Corrosion kinetic analysis was conducted in a formaldehyde/methanoic acid gradient corrosion solution, with a concentration range of 0.5–2.5% for formaldehyde and 0.01–0.10% for methanoic acid, simulating the combustion products of methanol. The results showed that the corrosion depth of CRGCI was the lowest in low-concentration corrosion solutions, measuring 0.042 and 0.055 μm. The presence of microalloyed Cr/Sn/Cu within its pearlite matrix, along with the directional distribution of flake graphite, effectively inhibited the micro-cell effect. In high-concentration corrosion solutions (#3), HCCI reduced the corrosion depth by 60.7%, resulting in a measurement of 0.232 μm, attributed to the dynamic reconstruction of the Cr₂O₃-Fe₂O₃ composite passive film. Conversely, galvanic action between spherical graphite and the surrounding matrix caused significant corrosion in NCI, with a depth reaching 1.241 μm. The DLC piston coating obstructed the permeation pathway of formate ions due to its amorphous carbon structure. In corrosion solution #3, the recorded weight loss was 0.982 mg, which accounted for only 11.7% of the weight loss observed with the CKS piston coating. Following a 1500 h bench test, the combination of the HCCI cylinder liner and DLC-coated piston ring significantly reduced the wear depth. The average wear amounts at the top and bottom dead centers were 5.537 and 1.337 μm, respectively, representing a reduction of 67.7% compared with CRGCI, where the wear amounts were 17.152 and 4.244 μm. This research confirmed that the HCCI ferrite–Cr carbide matrix eliminated electrochemical heterogeneity, while the DLC piston coating inhibited abrasive wear. Together, these components reduced the wear amount at the top dead center on the push side by 80.1%. Furthermore, mismatches between the thermal expansion coefficients of the F38MnVS steel piston (12–14 × 10⁻⁶/°C) and gray cast iron (11 × 10⁻⁶/°C) resulted in a tolerance exceeding 0.105 mm in the cylinder fitting gap after 3500 h of testing. Notably, the combination of a HCCI matrix and DLC coating successfully maintained the gap within the required range of 50–95 μm.

The surface integrity of grinding has a significant influence on the service performance and life of machined parts. In this study, the influence of grinding parameters and the grit size of the grinding wheel on the surface integrity of the hardened steel, including the roughness, microstructure, and hardness of the subsurface and the residual stress of the ground surface, was comprehensively investigated, and the corresponding mechanisms were revealed. The results show that the roughness perpendicular to the grinding direction was significantly larger than that parallel to the grinding direction due to serious side flow, and increasing the grinding speed or reducing the grinding depth was beneficial for reducing the side flow and thus decreasing the roughness. It was found that the grinding temperature dominated the formation of a harder white layer and a softer black layer, and workpiece speed had the smallest effect on the transition of subsurface microstructure compared to grinding speed and depth. It was also found that the increase in workpiece speed, grinding depth, or grinding speed resulted in a transition from compressive to tensile residual stress or an increase in tensile residual stress, and that grinding wheels with finer grit tended to induce compressive residual stress. This study may help to improve surface integrity by optimizing grinding parameters or facilitating the selection of the optimal grinding wheel.

As internal combustion engines (ICEs) develop towards higher explosion pressures and lower weights, their structures need to be more compact; thus, the wall thickness of their cylinder liners is reducing. However, intense vibrations in the cylinder liner can lead to coolant cavitation and, in severe cases, penetration of the liner, posing a significant reliability issue for ICEs. Therefore, research on cylinder liner cavitation has attracted increasing interest. Gray cast iron is widely used in cylinder liners for its hardness and wear resistance; however, additional surface plating is necessary to improve cavitation resistance. This study developed a novel surface-modification technology using electroless Ni-P plating combined with high-temperature heat treatment to create cylinder liners with refined grains, low weight loss rate, and high hardness. The heat-treatment temperature ranged from 100 to 600 °C. An ultrasonic cavitation tester was used to simulate severe cavitation conditions, and we analyzed and compared Ni-P-plated and heat-treated Ni-P-plated surfaces. The findings showed that the combination of Ni-P plating with high-temperature heat treatment led to smoother, more refined surface grains and the formation of cellular granular structures. After heat treatment, the plating structure converted from amorphous to crystalline. From 100 to 600 °C, the weight loss of specimens was within the range of 0.162% to 0.573%, and the weight loss (80.2% lower than the plated surface) and weight loss rate at 600 °C were the smallest. Additionally, cavitation resistance improved by 80.1%. The microhardness of the heat-treated plated surface reached 895 HV at 600 °C, constituting a 306 HV (65.8%) increase compared with that of the unplated surface, and a 560 HV increase compared with that of the maximum hardness of the plated surface without heat treatment of 335 HV, with an enhancement rate of 62.6%.