Riken Piston Rings Catalogue Pdf 13
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Piston rings are designed to seal the gap between the piston and the cylinder wall. If this gap were too small, thermal expansion of the piston could mean the piston seizes in the cylinder, causing serious damage to the engine. On the other hand, a large gap would cause insufficient sealing of the piston rings against the cylinder walls, resulting in excessive blow-by (combustion gases entering the crankcase) and less pressure on the cylinder, reducing the power output of the engine.
The sliding motion of the piston ring inside the cylinder wall causes friction losses for the engine. The friction caused by piston rings is approximately 24% of the total mechanical friction losses for the engine. The design of the piston rings is therefore a compromise between minimising friction while achieving good sealing and an acceptable lifespan.
Lubrication of piston rings is difficult and has been a driving force to improvements in the quality of motor oil. The oil must survive high temperatures and harsh conditions with a high-speed sliding contact. Lubrication is particularly difficult as the rings have an oscillating motion rather than continuous rotation (such as in a bearing journal). At the limits of piston movement, the ring stops and reverses direction. This disrupts the normal oil wedge effect of a hydrodynamic bearing, reducing the effectiveness of the lubrication.
It is important that rings float freely in their grooves within the piston, so that they can stay in contact with the cylinder. Rings binding in the piston, usually due to a build-up of either combustion products or a breakdown of the lubricating oil, can cause engine failure and is a common cause of failure for diesel engines.
The first use of a piston ring in the cylinders of a steam engine appears in 1825 by Neil Snodgrass, a Glasgow engineer and mill-owner, for use in his own machines. This used springs to keep the seal steam-tight. From use within the mill this was experimented on the steamer \"Caledonia\" which plied the Gareloch.
The modern design of a metallic split-ring was invented by John Ramsbottom in the 1850s. Ramsbottom's initial design in 1852 was a circular shape, however these wore unevenly and were not successful. In 1854, a revised design was claimed to have a lifespan of up to 4,000 mi (6,437 km). This was based on the discovery that a perfectly round (prior to installation) ring with a split in it does not exert an even pressure on the cylinder walls once installed. The revised piston ring was manufactured to an out-of-round shape, so that it would exert even pressure once installed in the cylinder. An 1855 patent documented this change. The switch to metallic piston rings dramatically reduced the frictional resistance, the leakage of steam, and the mass of the piston, leading to significant increases in power and efficiency and longer maintenance intervals.
Most of our ring sets come with three rings per piston. Likewise, the ring box separates and clearly marks the rings by which piston groove they belong to. So do not just dump the box out into a pile. Separate your piston rings into groups at your work station to ensure that you do not install your rings into the wrong groove.
The expander portion of the oil control rings should be the first piece that you install. It goes into the 3rd groove of the piston. Our expanders are designed so that they do not overlap and are very simple to install. Just spread them apart by hand and align it into the groove.
You never want to spiral the compression rings as they can distort and then not function properly. After installing the oil control ring, you will install the 2nd ring into the 2nd groove using a piston ring installation tool, making sure that the dot/top mark is facing towards the top of the piston. Spread the ring far enough apart to go over and not scratch the crown of the piston, but not too far to damage the ring.
After you install the 2nd ring, you can install the top ring into the first piston groove using the same technique. Many of our top rings are a square cut, allowing you to face either side towards the top. Check the rings and instructions for any indicators of direction as there are exceptions.
Now you have your rings loaded onto your pistons, you have one final step. Ensure that your end gaps are staggered and not all line up. This will prevent any leakage of oil or gases and ensure that your rings are working properly.
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