Piston Ring Wear Research Articles

Radioactive isotopes for measuring piston ring wear : J. H. Deterding and A. Dyson. Engineer, v. 198, Oct. 1, 1954, p. 442–445

Radioactive isotopes for measuring piston ring wear : J. H. Deterding and A. Dyson. Engineer, v. 198, Oct. 1, 1954, p. 442–445

Chrome face versus iron side wear — an analysis of some radioactive piston-ring wear studies : R. G. Abowd Jr. (Ethyl Corporation, Detroit, Michigan) — Presented October 7th, 1957. at Toronto, Canada. Preprint No. 57LC-3, Am. Soc. Lubrication Engrs. (ASLE)

Chrome face versus iron side wear — an analysis of some radioactive piston-ring wear studies : R. G. Abowd Jr. (Ethyl Corporation, Detroit, Michigan) — Presented October 7th, 1957. at Toronto, Canada. Preprint No. 57LC-3, Am. Soc. Lubrication Engrs. (ASLE)

Chrome Face vs. Iron Side Wear—An Analysis of Some Radioactive Piston-Ring Wear Studies

This paper discusses piston ring wear data obtained from operating a single cylinder internal-combustion engine fitted with an irradiated standard chromium plated top compression ring. A brief description of the engine equipment, the constantly-monitored lubricating oil flow system, the dual-channel gamma spectrometer and an outline of test method are included. The author stresses the development of a technique which permits a separate simultaneous record of the wear occurring on the face and on the side of the radioactive piston ring. Results are presented from constant speed engine operation with a series of different lubricating oil additive formulations.

Radioactive cutting tool and piston ring wear tests : A. J. Snow and H. C. Skonecke, (Sinclair Res. Lab. Inc., Harvey, Illinois, U.S.A.).— Atompraxis (Karlsruhe, Germany) 3, no. 8/9 (1957) 299–306; (12 fig., no ref.)

Radioactive cutting tool and piston ring wear tests : A. J. Snow and H. C. Skonecke, (Sinclair Res. Lab. Inc., Harvey, Illinois, U.S.A.).— Atompraxis (Karlsruhe, Germany) 3, no. 8/9 (1957) 299–306; (12 fig., no ref.)

Diesel Engine Lubricants: Their Selection and Utilization with Particular Reference to Oil Alkalinity

The main functions of heavy-duty lubricating-oil additives are to control engine fouling, bearing corrosion, and wear of liners and piston rings. Alkalinity is desirable for the control of wear and is one of the major requirements for the avoidance of piston fouling when conventional organo-metallic additives are used. In a well-balanced oil, sufficient dispersive power and oxidation stability may be incorporated to ensure adequate piston cleanliness and freedom from bearing corrosion provided that the alkalinity level is satisfactory. The alkalinity level falls during service, and for satisfactory performance with certain types of additive in common use it must be kept above a minimum value. For these additives equations are given which enable the variation of the alkalinity level with time in given circumstances to be predicted approximately. The most satisfactory arrangement is to use an oil containing sufficient alkalinity so that the concentration never falls below the critical value. The oil-change period is then determined by other considerations, for example, contamination with abrasives. If an oil of lower alkalinity-concentration is used, then the equations developed permit an approximate estimate of the oil-change period, determined solely from the aspect of additive effectiveness. The application of these results to engines with separate cylinder lubrication is discussed. Thus oils, and, where appropriate, oil-change periods, may be selected on a rational basis instead of by trial and error.

CORROSION IN THE MOTOR‐CAR

Bearings and exhaust valves are components of vital importance to the engine of a motor‐car. They operate under conditions which favour corrosive attack, and the problem of mitigating this attack is made more difficult, in the case of the bearings, by the tendency towards increasing engine power and, in the case of the exhaust valves, by the use of petrols containing tetra‐ethyl lead. Previous articles by Mr. Michalewicz in this series have appeared in CORROSION TECHNOLOGY in the issues of August 1954 (‘Corrosive Wear of Piston Rings and Cylinders’), November 1954 (‘The Cooling System’) and March 1955 (‘The Bodywork’).

CORROSION IN THE MOTOR‐CAR

The finishes used on the bodywork of motor‐cars must provide adequate protection against corrosion, effective over a period of many years, under various climatic, atmospheric and operational conditions. Lasting, attractive appearance is also an important requirement of these finishes. The treatment of steel prior to painting, and the electroplated bright finishes are briefly described. The first article in this series, ‘Corrosive Wear of Piston Rings and Cylinders,’ appeared last August and the second, ‘The Cooling System,’ appeared in the November issue of Corrosion Technology. A further article will deal with ‘Corrosion of Components, etc’.

CORROSION IN THE MOTOR‐CAR

Many forms of corrosion can be present in the cooling system of a motor‐car, in which a hot coolant, often unsuitable from the point of view of corrosion, flows through a number of parts made of different metals. Attack is aggravated by such conditions as exhaust gas or air leakage into the system. Corrosion can be minimised by the use of effective inhibitors. The first article in this series, ‘Corrosive Wear of Piston Rings and Cylinders,’ appeared in the August issue of CORROSION TECHNOLOGY.

CORROSION COMMENTARY

CAR CORROSION HAZARDS. IN this issue we present the first of a series of three articles on corrosion in the motor car by a scientist of the Motor Industry Research Association. In this first article he discusses corrosive wear of piston rings and cylinders. Other aspects, including corrosion of the cooling system, will be dealt with later. The size of the cooling system problem may be gauged from the fact that in the U.S. something like 700,000 radiators have to be replaced each year owing to corrosion damage caused by antifreeze chemicals. In addition, an even greater number of cooling system ancillaries such as thermostats and water pumps have to be replaced. The best makes of antifreeze contain a corrosion inhibitor. In practice, however, minerals in the water, corrosive exhaust gases from a leaky cylinder‐head gasket and even air seeping into the cooling system eventually destroy the inhibitor's effectiveness. Frequent replacement of antifreeze is advisable until more effective corrosion‐prevention methods are devised.

Cylinder condensation in steam engines. An experimental investigation

The tribological performance of piston rings in reciprocating internal combustion engines can only be fully understood when both lubrication and wear are considered in combination. To this end, a numerical model has been developed that predicts the dynamics, lubrication and wear of piston rings interactively for the first time. This paper reports the application of this new model to the piston ring pack of a diesel engine. With the overall aim of evaluating the correlation between theory and experiments, this analysis is divided into two discrete parts. First, the model is used to predict the lubrication performance of measured ring packs before and after periods of running, at constant speed and load, in a Caterpillar 1Y73 single-cylinder diesel engine: the objective being to establish the change in tribological behaviour with observed wear in the engine. Secondly, the model is used interactively to predict the lubrication and wear of the top compression ring from the same engine. This research advances the understanding of piston ring profile evolution with time and its dependence on complex interactions between lubrication and wear.