KFij'ECT OF RING TENSION, FACEWIDTH, AND NUMBER OF RINGSON PISTON RING FRICTION.

by vV. C.

F. A.

GibsonPacker, Jr.

Supervisor: Prof. C. F. Taylor

May 18 1951

' ^J

EFFECT OF RINO TENSION, FACE V.'TDTH, AND TTUMBER OF RINGS ON

PISTON RING FRICTION

WILLIAM JOMRIE GIBSON,

Lieutenant, U. S, NavyB, S. , U. S. Naval Academy

(1943)

FRANCIS AVERY PACKER, JR.,

Lieutenant, U. S. NavyB. 3,, U.S. Naval Academy

(1944)

SUBMITTED IN PARTIAL PTJLFILLMENT OF THE REQ-JIREMENTS FOR THE

DEC5REE OF NAVAL ENGINEER

at the

MASSACHUSETTS INSTITUTE OF TECHNOLOGY

(1951)

OUDl.EYKK'0XUrr"n,auvAtPosTc: -.

ABSTRACT

A. EfFECT OF RING TENSION, FACE WIDTH, AND NUMBER OF RINQS ONPISTON RING FRICTION.

B, (1) William Comrl© Gibson, Lt. U. S. Navy(2) Franoia Avery Paokor, Jr., Lt, U, S, Navy

C. Submitted for the degree of NAVAL ENGINEFJl In theDepartment of Naval Architecture and Marine Engineeringon May 18, 1951.

D, Salient features of the report.

(1) Further tests were conducted with the M. I. T. FrictionEngine. Isolation and measurement of Piston Ring Friction workduring a crankshaft revolution at 1000 RPM while firing wassatisfactorily accomplished. The titulary objective was achievedfor the given set of conditions.

(2) Maximum feasible tensions caused a barely detectableincrease in total piston ring friction work,

(3) Wide rings showed only slightly greater friction thanthe narrow rings.

(4) Reducing the number of piston rings from three (3) toone (1) caused a reduction in FMEP by about 25^ in the case ofthe 3/16" rings, but in the case of the l/l6" rings, frictionremained nearly constant,

(5) The 3/16" Interrupted surface rings indicated valuesof FMEP, after run-in, comparable to that of the similar lappedsurface rings.

(6) Further work with the MIT friction engine should include:

(a) Effect of ring size, profile, and numbers.(b) Effect of interrupted s^urfaces.(c) Effect of increasing piston speed so that ring

variable effects might be more pronounced.

ist>2.i

May 18, 1951.

Professor Joseph S. NewellSecretary of the FacultyMassachusetts Institute of Technology

Dear Sir:

In partial fulfillment of the requirement

for the degree of Naval Engineer, from the Massachusetts

Institute of Technology, we hereby submit our thesis

entitled: EFF'ECT OF RING TENSION, FACE WIDTH. AND NUMBER

OF RINGS ON PISTON RING FRICTION,

Respectfully,

May 14, 1951,

Mr. Arthur M. 3renn«ke, Chief EngineerManufacturer's DepartmentPerfect Circle CorporationHagerstown, Indiana

Doar Mr. Brenneke:

This letter is to acknowledge receiptof the rings requested, and also to express our ap-preciation to you and the Perfect Circle Corporation forthe splendid cooperation shown.

The piston rings received were conpletelysatisfactory and have been tested in the Friction Engine.

A copy of our thesis has been forwardedunder separate cover.

Yours very truly.

ACKNOWLEDaETvlENT

The authors wish to thank Professor G. F, Taylor

for his advice and .'guidance, and Prof, Vv, A. Leary and the Sloan

liaboratory Staff for their splendid cooperation. They are also

Indebted to Professor P. M. Ku for developing the authors* Interest

In the thesis topic, and to Mr, J. C, Llvengood for his Interest

and willingness to share with them his knowledge and experience.

The cooperation of Perfect Circle Cooperation in furnish-

ing necessary piston rings, and the interest and bibliographical

assistance of M, D, Hersey U.S.N.E.E.S,^ Annapolis, Md, , is also

appreciated.

TABLE OF CONTENTS

Introduction "T

Procedure 5

Results 12

Discussion of Results 13

Conclusions 19

.Recomraendationa 20

Appendices

A, Suinmary of Data and Calculations

B, Saiaples of Calculation Procedure

C, Original Data

D, Bibliography

E, Table of Piston Ring Specifications

Figures

I The Friction Engine,

II Friction Engine Piston 3/16" Rings

III Friction Engine Piston for l/l6" Rings,

IV Electromagnetic Picking,

V Photoi^raph of measuring equipment,

VI Photograoh of the friction engine,

VII Sleeve motion measuring apparatus calibrationplot used with l/l6" rings,

VIII Sleeve notion measuring apparatus calibrationplot used with 3/16" rings,

DC Rotometer calibration plot

X 3/lG" ring photomicrograph Plan View

XI 3/16" Ring photomicrograph profile

XII FMEP V3. Tlmo, Run A^-Al

XIII FMEP V3. Time, R^on bI-bI

XIV FMEP V3. Time, Run C-C»

XV FMEP vs. Tine, Run D^D^

XVI FlaEP vs. Tlmo, Run E-E

XVII BlQW-by vs. Tim©, Runs Ai, A^, B^, and El

XVIII Blow-by vs. Time, Runs C, C', D, and D'

XIX Blow-by V3, Time, Runs E and E',

XX Sample photographic, records of Runs Aj. and A^

XXI Sample photOt-;raphic records of Runs B^ and BJ.

XXII Sample photographic records oT Runs C and C*

XXIII Sample photographic records of Runs D and D»

XXIV Sample photographic records of Runs E and E*

XXV Sample photographic records of motoring runs.

FMEP Total Piston Ring Friction Mean Effective

Pros3\ire pel

CP-PMEP Compresslon-Povfer Strc5ke piston ring fmop.

EI-FMEP Exhaust-Intake Stroke piston ring fmep.

BMEP Brake Moan Effective Pressure pslobserved with dynamometer

ABBREVIATIONS AlID S^I^IDOLS

S.A. Spark Advance ( °BTC )

BTC Before Top Center

q Blow-By (Ft'^/Hr)

R Rotoxneter Scale Reading (Cm)

h 4p across air Inlet orifice (In.HeO)

B.L, Scale reading of dynamometer (in.Hg. )

Tx Air Temperature before orifice {**F)

T, Air Temperature at engine inlet ( ®F

)

T, Water jacket temperature ("P)

T, Cylinder head temperature above junk rings (**?)

Tt Grankcase oil temperature ( ''F

Pt Oil pressure (pslg)

3t Junk ring oil supply pump stroke setting (in.)

qr Junk ring oil supply rate (CC/Mln)

p. Inlet manifold pressure (in, Eg,

)

p^ Exhaust manifold pressure (in. Hg.

)

e

Pi Pressure before orifice (in.Hg.Abs.

)

F Fuel consiimption (lbs/sec)

A Air consumption (lbs/sec)

P/A F»jiel/alr ratio

p Barometric pressure (in.Hg. )

9 Crank angle degrees

Piston speed ft/min

S Piston stroke ft

INTRODUCTION

This thesis la to be a continuation of the work begtin by

Forbe 8 and Taylor , and later continued by Leary and Jovellanos^ ,

(3)and Llvengood and Wallour . Forbes and Taylor demonstrated that

the piston and ring friction Increased with Increased oil viscosity

and Increased slightly with Increasing Indicated mean-effective

pressure. Combined piston and ring friction was greater at higher

engine speeds* The results were of a preliminary nature, however.

The work of Leary and Jovellanos extended the use of thd

original apparatus to show that piston and ring friction decreased

quite rapidly during the first hour of running (starting with now

rings and cylinder) and more slowly for an extended period, there-

after. An Interesting result of this Investigation was the observa-

tion that the friction work measured during the process of ring

scuffing was not greater than that for normal operation.

The work of Llvengood and Wallour conflnned the results of the

previous Investigations, In addition. It was shown that plston-rlng

friction decreased with increased cylinder Jacket temperatures, and

that lowering the manifold pressure reduced the plston-rlng friction.

The cast iron piston rings operating in a SAE 4140 steel barrel had

the lowest friction of the combinations tested. The cast-lron-rlngs

In a porous chrome barrel had the greatest friction, and the SAE

4140 barrel with one chrome top ring had intermediate friction.

These differences were small, however.

The results of the previous Investigations appeared to show

that the techniques developed are sound and could yield useful In-

formation. The eleotronagnetlc pick-up used by Llvengood and Wallour

(3) and modified in February 1951 gave satisfactory results and ade-

quate gensltlvity. The much stlffer diaphragm for the combustion-

cylinder suspension increased the natural frequency of the cylinder

and thus improved the detail of the friction records obtained.

Using the apparatus of Llvengood and Wallour, it was decided

to extend the studies to inclu 'e othar variables: (1) face width of

the rings, (2) ring tension, and (5) number of rings. The rings are

to have a face width of 1/16" and :5/l6", each to be obtained in both

maximum and minimum feasible diametral tensions. It was desirable

to check the friction characteristics of an Interrupted surface

oiston ring as co'ripared with a lapped surface ring. The Perfect

Circle Corporation supplied the necessary piston rings to make the

comparisons.

An oil scraper rin™ was not used for the following reasons:

(1) Crosshead seals eliminate problem of oil seeping into

combustion chamber from below,

(2) Oil scraper ring would introduce an unnecessary component

of f-'ictlon which would further complicate the analysis.

The apparatus used in this investigation was basically the same

as that used by the previous investigators. It consisted of an elas-

tically mounted combustion-cylinder sleeve that would have a small

motion along the axis of the sleeve due to the friction forces between

the sleeve and the piston rings. This motion was recorded photographi-

cally durinc^ the test runs and was the means of determining the aver-

age friction forces.

-2-

Figure I shows the cylinder and crosshead assembly. The light

cylinder was clamped on the inner clrciunforence of the two annular

steel diaphragm sprincis. The outer edn;e3 of these diaphragms were

damped to a heavy cast-iron barrel. The space between the sleeve

and the cylinder barrel formed the water jacket. The clamping was

accomplished by the cylinder head at one end and a steel plate at

the other.

The cylinder head was provided with unsplit junk rings which,

together with oil supplied under pressure, formed a seal which ef-

fectively closed the combustion chamber against leakage of the gases.

These rings had approximately 0.002 inch diameteral clearance within

the sleeve. The junk-ring grooves were deep enough to allow the rings

to center themselves properly with the sleeve. The lands between the

junk rinr;3 had a diameter small enough to ensure that there was no

contact with th. sleeve.

Vent holes were provided in the cylinder head to allow oil and

gases which had leaked past the junk rings to escape and thus avoid

a rise in pressure above the upper diaphragm. In order to reduc©

such gas leakage to minimum, a metered supply of oil was Introduced

under pressure into a passage leading to the junk-ring grooves. Most

of this oil escaped through the leak-off passages above the diaphragm,

but some found its way into the combustion chamber and onto the cylinder

wall, where it provided piston ring lubrication. Piston rings received

all their lubrication in this manner, except for a negligible amount

traveling from the crankcase up past the crosshead seals. This "top*

cyllnder"lubrication is the primary point of difference between the

-3-

friction engine and an Internal combustion engine In serlrlc©. How-

ever this should cause negligible difference when optiin"'an oil flow

to Juni^: rings is maintained, and only comparative results are de-

sired. The cylinder head was cooled by cold water flowing through

its jacket passa^ea. Low temperature of the head was desired In

order to keep the oil viscosity at the junk rings as high as pos-

sible.

Two spark-plu2 wells, which are shown in figure I, v/ere sealed

off from the jacket coolant by rubber seals which exerted no appre-

ciable constraint on the axial motion of the sleeve,

A water- jacketed crosshead cylinder was Installed between a

CFR crankcase and the cylinder assembly described above. An aluminum-

alloy crosshead, operating in this cylinder, carried on its upper end

a special piston. In order to reduce leakage of oil by the crosshead

and scuffing by the seals, the crosshead was chrome plated. Since

no wrist nin was required for this piston, the central portion was

reduced in diameter to decrease the weight. The piston to take the

1/16" rinr,s was on hand, (See Figure Til), However, for the 3/16"

rings, a nev.' piston had t'> be made. This is shown in figure II, Th©

crosshead and piston assembly was deslj^ned so that during engine opera-

tion only the piston rings touched the upper, o:"* combustion, cylinder

sleeve. Two oil seals were installed belov; the combustion cylinder.

The upper seal prevented the oil an i ga^es whicli leaked by the piston

ledrings from escapln ; into the cranlccuse. These products were

out through passages above this seal and thus could be meas-'ored. Tbo

lower seal helped to prevent the crankcase oil which lubricated the

crosshead from contaminating the lubricant supplied through the junk

rings to the combustion cylinder. Oil caught by lower seal was re-

turned to crankcase automatically so that crankcase level was held

nearly constant. -4-

PROCEDURE

It was noted by Llvengood and V/allour (3) that the greatest

change in piston ring friction mean-effectlvo pressure occurred

during the first hour of run-in, and that after the third hour

there was no significant change In the friction. For this reason(-K )

It was decided to limit the run-in tests to three hours as opposed

to tan hours for the test runs of Llvengood and Wallour.

The piston rings used were supplied by the Perfect Clrclo Cor-

poration of Hagerstown, Indiana, to the same specifications as those

of reference 3, Piston ring data is found in Table I, The diametral

tensions and gaps of the rings were measured before and after each

(2 )

~

run by means of a device described by Leary and Jove llanos .

Before each run the SAE 4140 liner was lapped fifty strokes

with number 600 emery using an old piston and cast iron rings as a

tool. This insured that each run would commence with the liner in

a similar surface condition.

Before the combustion-cylinder sleeve assembly was Installed

in the engine, the sleeve motion measuring apparatus was calibrated

by loading it with test weights. These curves are shown in figures

VII and VIII,

Prior to each run-in test the apparatus was flushed with clean

oil and refilled to the same crankcaso level. Runs were made under

the following conditions:

Engine speed, rpra 1000

Fuel-air ratio Best Power

Spark Advance Best Power

Manifold pressure, in. Hg. abs, 2^2 jfO.2

Crankcase oil tenp, ^'F 150 j§ 2

-5-

Cylinder Head Temperature, ^ 6^ jt ^

Combustion and Crosshea^ ^CylinderJacket Temperature ,

^^ 180 + 1

Inlet mixture temperature, **F 150 + 1

Oil pressure, psl 50

Lubricating oil . Texas Co. URSA P-20

Specific gravity at 60°P 0.88

SSU at 130*"? 160,3

SSU at 210°F 52,8

(Qil for all runs taken from same barrel,Gil Is wholly parafine base and distilledmineral oil with no additives} used forboth Junk rings and crankcase

)

Fuel: Marine white, unleadedoctane rating 78

The engine was run for about 3 hours under these conditions,

and friction records were taken photographically approximately every

half hour. After the test run with each set of rings the engine was

stopped and dismantled to remove the two bottom rings from the piston.

The en^3ine was then reassembled and the test run continued for about

two hours with one piston ring, during which time friction records

were taken. It was not felt necessary to recalibrate the sleeve-

motion measuring apparatus after the change of rings because of the

rapidity of the change. Subsequent calibrations proved the electro-

magnetic pick-up to be operating satisfactorily.

-ft-

The electromagnetic pickup of reference 3 was used for measur-

ing sleeve motion. This allowed greater detail in the friction

records when the diaphragm system was made 30 times as stiff as that

of reference 1 and 2. The measured natural frequency of this system

was calculated to be about 1100 cycles per second, while the spring

constant was about 815,000 pounds per inch.

The electromagnetic pickup (See Fig, IV) was connected to an

Impedance bridge circuit which was supplied with a carrier voltage of

5,000 cycles per second. The output from the bridge, which was ad-

Justed in both amplitude and phase to an almost perfect balance, was

amplified and applied to the Y-axla deflection of a DuMont type 208

oscilloscope. During the engine operation, the motion of the cylinder

sleeve changed the position of the armature with respect to the pickup

and thus changed the balance of the bridge circuit. The edge of the

resulting modulated carrier wave was centered on the oscilloscope

screen and was photO'*raphfd for a permanent record of the sleeve

motion. Such photographs were made by turning off the X-axis sweep

of the oscilloscope and projecting the image of the trace onto a

film which moved at right angles to the trace motion at a known

speed (25 inches per second). Figure V shows a photograph of the

electrical measuring equipment.

Adequate sensitivity was provided by the electromagnetic pickup

with a modified laminated arinature. The system was calibrated by

loading the sleeve diaphragm assembly with test weiglits and recording

the trace deflection as observed on the oscilloscope, A celluloid

grid was placed against the tube face; the horizontal lines which ap-

peared on the photographic records established a convenient force

scale which was helpful in interpreting the results. The top deaA-

-7-

center position of the engine crankshaft was established by a neon

light which flashed once per revolution of the engine crankshaft.

Light from the lamp illuminated a slit, and an image of the slit

was focused on the back of the film as it passed tlirough the film

gate in the camera.

Fuel-air mixture was supplied to the engine from a steam jack-

eted vaporizing; tank, and the exhaust gases were cooled in a surge

tank before passing into the laboratory exhaust system. Inlet and

exhaust pressures were measured in these tanks. Temperature were

measured with mercury-in-glass thermometers with the exception of the

lower crankcaae oil supply, which was measured by a vapor pressure

thermometer. All accessory fuel, water, and oil pumps were electric

driven. Engine torques were measured by means of a cradled electric

dynamometer and hydraulic scale. Figure VI shows a photograph of

the friction engine on the test stand.

-8-

Preoision of Frlotlon Measurement

Statlo calibration at 180°F jacket temperature of the friction

measuring apparatus was made before each run with weights from 10

to 50 lbs. Deflections were observed on the oscilloscope grid to

the closest 0.05", and are plotted in Pigs. VII and VIII, The

curve was assumed linear within the expected range of frictlonal

forces, A straight line approxiiaation of the relationship la shown

in the calibration plot. See Figs, VII and VIII,

Evidently the new laminated armature which replaced the

powdered iron piece used in previous years, provides a reliable mag-

netic pick-up, once it has been properly adjusted. The overall sen-

sitivity has not been changed. In order to account for the antici-

pated friction of 3/16" rings, a lower gain setting on the oscillos-

cope was used so that the trace would not come too close to the edge

of the screen.

Several early runs were discarded due to sticking of the

junk rings after a short period of firing. This difficulty waa

rectified by Insuring a steady flow of oil (2cc/mln) and keeping the

head circulating water temperature (T, ) at 65**F.

i.O.

Theoretical Conslderationa

The friction of two surfaces sliding over each other, auch aa

piston rings over a cylinder liner, is usually differentiated as

dry, fluid, and mixed friction. In analyzing the friction of piston

rings, it is considered that the friction is of all three natures

because of the various conditions that exist during the cycle--that

is, extreme variation is gas pressures from one to about forty at-

mospheres, variation in relative velocity, variation in distribution

of oil over the bearing surfaces, presence of impurities and foreign

matter in the lubricant, and roughness of the surface 8#

Examining the characteristics of the various types of friction,

it is seen that with dry friction the friction is directly proportional

to the pressure between the two surfaces and independent of the rela-

tive sliding velocity and area of contact. With fluid friction, in

addition to the effect of viscosity and thickness of the lubricant

and the form of the surfaces in contact, the frictional reslstano©

varies as the area of contact and the relative sliding velocity,

normal pressure remaining constant. At present, mixed friction

defines the zone between fully fluid and dry friction. Hydrodynamio

theory breaks down here because the extent of the oil film is not

known.

In general, the variation of piston ring characteristics might

have the following effect on piston ring friction:

1. Increase of ring tension would increase friction of the

dry type and decrease the fluid type oi friction,

2. Increase of face width (tension remaining the same) would

decrease the dry friction and increase the fluid friction,

3. Decreasing the number of piston rings used would decrease

the friction of both types,-10-

4, An interrupted surface ring would have more friction than a

similar lapped surface ring because It would break up the

lubricant film and produce the hl;-her frlctlonal coefficients

of dry friction. Reference 7 indicates that an Interrupted

surface would produce a better film in the long run because of

the entrained oil in the grooved surface, and thus havo com-

parable friction characteristics to a lapped surface ring.

The effect of mixed friction on the above is generally

impossible to predict because of the vague knov/ledge of tha

mechanics of this type. The relative magnitude of the various

types of friction under engine operating conditions is unknown.

-11-

RES'JLTS

1, Ring tension had little effect on total piston ring friction.

Differences in piston ring mean-effective pressure due to ring

tension indicates slightly higher ring friction for rings of

maxlmuin feasible tension.

2, Ring face width had but a small effect on piston ring friction.

The two runs with three 3/16 inch rings indicated slightly in-

creasing friction over the period of the teat as opposed to a

decrease in friction with the three 1/16 inch rings.

3, Reducing the number of piston rings from three to one reduced

the friction mean-effective pressure by about 2b% in the case of

the 3/16 inch rings, but in the case of the l/l6 inch rings the

friction remained nearly the sarie.

4, The 3/16 inch Interrupted surface rings indicated very high

friction at the beginning of the run, but as the run-in time

Increased the friction continued to decrease to a level equiva-

lent to that of the 3/16 inch lapped surface rings,

5, Blow-by for the single l/l6 inch rings was nearly twice as

great as that for the runs with the three l/l6 inch rings.

High tension reduced blow-by in the wide rings, but tension

appeared to have no effect on blow-by past the narrow rlng8#

-12-

DISCUSSION OF THE RESULTS

Effects of Ring Tension,

In general It can be said, that the changes In ring ten-

sion produced no si £;nlfleant chan.^es in the total friction

work. The band covering the results fo^ the rings of the

highest total tension was slightly above the corresponding

band for the rin^s of lowest total tension, V.Tien divided

into components, P;.ffiP during the compression-poiwer strokes

(CP-FJa^P) did not noticeably change with tension 'vhereas PME?

during the exhaust- intake strokes (EI-:-uEP) sl^owed a slight

Increase v/lth increased tension,

Tlschbeln noted in his expeririGnts that the friction

coefficient went up as the wall pressure Increased, and he con-

cluded that there was a smaller proportion of fully fluid fric-

tion Involved since the fluid friction v/ould theoretically de-

crease with increasing wall pressure. Hov/ever, it should bo

noted that these results were obtained at low ^^as pressures,

i.e. approximately atmospheric conditions,

Gonsi Icrlnj]; that the top ring bears the brunt of the

gas pressure and contributes most of the friction as seen in

the results, it is noted that renioval of the two bottom, light

tension, narrow rings hardly effects the piston ring friction

while the removal of the two bottom, heavy tension, wide rings

caused a noticeable drop in the friction work. Tnln effect

of total tension is further confirmed by the difference between

the total FMEP for runs C and C' and the difference between the

total FMT^P for runs D and D*. It might be considered then that

the two botton rings show the effect of ^ .ring tension which fact-13-

would bo in accordance with the results oT Tlschboln since thoy are

under lo.ver gas pressures.

Effect of Rinj; Face "idth

The runs with three 1/16 inch runs appeared to have a de-

creasint; tre;"id noted v.hen three 3/16 inch piston rin^^a v/ere used.

Tlie magnitude of the friction work in each case was nearly the

same, naen the friction work was "broken down into compression-

power and exhaust-intake components no si^^nificant trends v.'ere

noted within the band of the plotted datum. This is especially

noticeable in the exhaust- intake component where the band, v/ldth

of the plotted points is often fifty percent of the maxlwom

values observed, v.hen dealing v;ith such small magnitudes oT

friction such dispersion of results is unavoidable, Tliere Is

hardly any noticeable effect of ring face v/idth on piston ring

friction.

Effect of Ghanp;e in Nionber of Rings

As mentioned under "Effects of Ring Tension," the top

ring apparently contributes the major portion of the friction work

during the test r'uns. Further by breaking;; the friction into its

components, it is easily seen that most of the friction occurs

during the conpression-pov/er strokes. This is attributable to

the high |;5as pressures to which the top ring is subjected.

During the exhaust-intake strokes v;herc the gas pressures were

near atmospheric, friction was always light, and EI-FMSP was

observed in most cases to be less than one pound per square Inch,

Here the friction v;a3 relatively independent of the number of

rings,

-14-

Tlie greatest change in friction work due to chance In

nuihber of rings was noted after run D when the change of total

ring tension was fron about 30 pounds to 10 pounds. The least

change in friction work due to a chan^^e in number of rings was

noted after Run A, where the change of total ring tension was

from about 3 uounds to one pound. The change in tension after

Runs B, and C was about seven pounds, and here the drop In Fi&E?

was perceptible but not as '^ve&t as after Run D. Thus it might

be said that the change in total wall pressure Is the predomi-

nant factor caasinr, the change in FMEP.

Performance of the Interrupted Surfac^ Rings

In order to see if there had been any perceptible wear,

photomicror-raohs were taken of a 3/16" Interrupted Surface Ring

before and after aooroximately five hours of running under fir-

ing condition"?, ^'ear -ras not Derceptible except so far as polish-

in,'; of the lands which war. pronounced, (See Figs. X and XI). As

expected, F:.!FP in R^Jin E ..aB very high for the first hour of run-in

probably due to ring surface rou,:-hne3s breaking the oil film,

but after several hours the r'ME? dropped steadily and approached

the FMEP observed with the other 3/16" hi.^h tension rings (Run

D). The striking difference, however, was the slightly increasing

trend of FMKP with time in Run D, whereas in Run E the ITAEP

seemed to decrease v;ith time.

Although the three Interrupted Surface rings show

equivalent or possibly better performance after run-in as compared

to the three (3) lapped surface rings (sane tension) there is an

Inconsistency whsn the condition of only one ring Is compared.

-li>

Run D« indicates lower F.VSF than Run E'. This would seem to ahow

greater contact pressure, with more dry and mixed friction on the

lands of the Interrupted Surface ring. However, the stop-functions

photographed near T.D.C. were not so pronounced in Run E' as they

were in Run D» (see Figs. XXIII ana aXIV). This phenomenon may

have been caused by either the neasured difference in I3:.IEP (Run D»

avera,;ed 10 pai higher than Run E»} or by the entrained oil effect

mentioned previously. Variation in vertical clearances between

groove and ring, and accumulation of carbon deposits may have

also been contributing factors. The fact that the run-in Inter-

rupted Surface top ring, however, appears to liave had less dr^

friction tlian the run-in Laoped Surface top ring U significant,

since piston ring wear is related to magnitude of dry friction

and time in contact.

-1«-

DISCUSSION

Variation in Piston Ring Blow-by .

With tho narrow faced rings, tension did not aeera to

effect the blow-'by^wiiile reducln,^ the number of rings in-

creased the blow-by aopreciably. This nij^ht be seen as an

increar-ed restriction to gas flow due to the number of rincs.

The rin,i, gap throu^jh which part of the blow-by takes place was

practically the sane for all runG. Another factor which might

possibly effect blow-by is the angular position of the various

rings in their respective grooves, thus if all the ring gaps

were lined up vertically on the piston, one might expect

more blow-by than if the ring gaps were widely separated.

The angular position of the ring was not observed. (See Figs,

XVII),

With the wide-faced rings the effect of tension was not

as consistent. Runs C, C», and D* were in the same range

while run D was markedly lower. One logically night say this

was due to the extreme change in wall pressure due to the ring

tension since the change of number of rings did not appreciably

effect blo'^.'-by in Run C and C. (F^ee Fie;. XVIII).

The three interrupted surface rings had a blow-by slightly

above the corresponding three lapped surface rings of similar

tension. Here again' the unlcnown variable of ring gap position

as well as the nature of the surface might have played a part.

(See Fig. XIX).

-17-

Remarks as to the Effects of Circularity

Diametral bore gau^e readiness at TDC before the test

runs were started In March 1951 measured 3.251 inches on the

electromagnetic pick-up diameter and 3.253 Inches at ')0* to

the above. This could mean 0.001 inch wear and 0.002 inch

distortion from the true 3.250 inch diameter. Bore taper

was less than 0.0005 inch. After completing Runs A, B,

C, and D and with four lapping operations, there was no

perceptible departure from the initial measurements. The

surface hardness of the liner, of course, is much higher

than that of the rings used.

The 0.002 inch deviation from circularity rnit^ht show

up as an effect on Pl.tEP. It would probably be more noticeable

in the case of the wide stiff rings than in the case of the

narrow flexible rings since the former would experience more

difficulty in conforming to the true shape of the liner.

Furthermore, it supposedly would be more pronounced at Trc

where gas pressures were highest. Rotation of the rings was

not observed; however, if it occurred, variation in local

wall pressures might conceivably result in dispersion of the

observed I-^^^EP values.

-IR-

CONCLUSIONS

(1) Maxlm^im feasible tensions caused a barely detectable Increase

in total piston ring friction work,

(2) Wide rings showed only slir;htly greater friction than did the

narrow rings.

(3) Reducin,'3 the number of piston rings from three (3) to one (1)

caused a reduction In FMEP by about 2b% in the case of the

3/I6" rings, but in the case of the I/I6" rings, friction re-

mained nearly constant.

(4) The 3/I6" Interrupted surface ring indicated values of FMEP

after run-In comparable to that of the similar lapped surface

ring.

-19-

RECOMMENDATIONS

(1) Further study of vine size, profile and number of rings la

recoraraended,

(2) Results Indicate that run- in time for v/lde rings should b©

greater than three (3) hours used to run-in the narrow

1/16" rings.

(3) Further study of Ring Tension is not considered to be warranted.

(4) Further study of friction work with interrupted surfaces is

reoommendod,

(5) Consider the possibility of increasing piston speed so that

ring variable effects would b© more pronounced.

(6) Consider the possibility of building a similar friction engine

of large size, where the absolute value of FMEP would be greater,

and possibly the error and dispersion would be relatively

smaller.

(V) study the effect on the photographic record of lar^e variation

in vertical clearance between top rlr^ and groove.

-20-

APPENDIX A

Summary of Data and Caloulatlona

APpe/^oiK A

Sum MARW 6 1- "DaT/A «'^o C/^ lcuc AT)oa^3

PHOTtt Reu

A,

3

A.; I

a; 2

IDS'

as-

\SSno

23 r

273

CP LftoPAAEA

19. 10

12. 11

11. S7

/«>.8r

2.4e

EI U«P

l.oS

O.gg

0.83

118

Z.lt2.S/

a. OS0.-37

TOTHCA4fA

*•""

/3.S-0

j/3.II

,rof

//.3f

PAOtVf

.za4

CP-FHEPPS I

4.Z4"l.oe

3.7 Z

3.443X7d>.^4

3.oC>

Z.dd2.S-Z

3.08o.&S

CT-fMEP

0.28o.ird.zs"0.24

O.5-0

0>30.7I

0.5-8

0.| O

FHBP

4.844.36

3.S43.6»8

I.4X

312.

Skeet A-I

BHEPp»t

7fe.o

70.6

80.3So.3

do.400,8

8Z.C

n

cP.FHei» ei-pMff?flMCP Tfim^N*^

— ,..

.0 5-6 ./24,^s-z . ot4.o47 .«63.o4S- .(?*J-

.0 + 3 .06 5-

.044 .640

, 038.e3i>

.0)1

!637

34r

ni

.220

.15-8

.118

r

('I

B.4

B.7

C'4-

305070

no140

180

202

B.I 27rb;2 atrb;3 SAi"

9.4 .316.

b;5- 33s-

b;6 34T

CI 40c^ 70C3 '^2.

C4 130

cr l&O

2roZ7028 o

3or

l4o3t 47

7.<.7

7.01

a. 14

U02

10.08

lo.4t>

I6.IB

4t8

1.^0

5-. 43

6.J87.2&

e.777.i-^

9.zr(6.10

16.04

2.81

t.201.04

0.110.^7o.fc?

4.»7

6.C4(.731.33

1.1.4

3 r2d.4?

«.4/

<».?7

f./s-

(.781.432.48XiS-3.03

/^.?47.<i.7

7.708.S-4

8.00cvS.177.7610.36

II. IJ

n.ti/2.08il3f

6.40

7.33

I.BJ

,284.y7o

.2a4

.2.84

5-70

sr . .28*-t^

: 1

'^ 73(Z .25-

n

4.02

3-804.374.003 ro2.4/3.43/.76

2t^2".«»7

2.8?2.81

2.430.S4

3.01

3,10

3.263.SZ

4. IS

2.412.(3

2.632.8728^

0.7*!

o.i-60.^40.3ft

0-11

1.^4

0.180.410.380.3r(.00O.I4

0.7tO.CfS"

<».3r

o.rr0.4/0.700.6/

4.7?4.374.314.8^4.rfe

314

4.412. "^4

?.or3.46•3.27

3.163.43o.4ft

3.363.br4.03^•4.(7

4.S&

3.002.S-43.333.4&3-7/

6S.070.2&C./

^7.6^f.3

79. f

M

^/.6

ff/./

8/. 6

M

7jr78.Zgo.

3

82 Sif.i>

63.7

,05-3.05-7

. o^r

, oyo.o4f, 043

.03J

.e>3r

.034.Oil

.04 2

.o4(

.042

.044

.031

.026

.032

.034-.034

.Its-

.»3i'

.103

.12.3

. M I

. Iif

.4xx

on. 141

. ((6• iir

.2T2.

.Xo6

H4. ITl

. (1(>

. ixr. 07g

. no.|6f.2.10

. i7y

.a3o

* P«C«HP.&4i<4 .SaTT/Mfi tou)J MmuY. %>^ FACTOR of. a. Ui.CC. F.tk.? S'-9-St

rJo.

UUIT5 -3>

"Photo R'et . C P Uoop FJ- t«oP

TiMt

noI3S-

i'.S'?

6.Z31.36^ .18

A 34

Total

7.r»

8.sr

Coiov/.

PAcT«<e

y?©

CP-

3. /a

s.rr

rMEP

0.74-

0.760.730.70o ?3

TotalFncp

4.Z&4.814.80

BfAtP

PS I

75.2.

7t.8•ra.a

77.8

Sheet A-2

9MEP -t«T*«. PrttP

.04-1

.a44>

.05O

181

.(S3.170

.146

.l'»4

oD'2.

b'6

2/d

24 O

275

8.iO7.70ff.4o

7.977.&S').a'7

<.o4

0.7r

/.OZ

9.4r

8.45'SMS"e.4s

2.e4^

2.. 3S

2. '7

0.2.3

fi.3o

6.19<S.27

0.25"

2.fc7

2.402.46'2.462.4 o

79 4

11-779. ">

80.4-

81. <b

8L.0

.031

. OZ7

.030

.028.0^4

08(0

.ii(

.077

.118

.i04

00

I

E2.E?

t<9

E'V

-r+-2.6

TITI2.015*0

(8f

Z7r'290

7.09/3.70

g.iz.

I. SI.

C.o44.73

4.9»

1.7 3

0.97O.iSr270.94

<.7>

O.400.?4/.ar

/l.oo,7.47

9.96

7.i-3

4.15

<>.727.4/

7.96/.47

,$70

,5'70

4 .04

7 8;

r.7(i»

5- iz

4.6?3.5*7

3.62/.44-

1.443.8 +i.<J7

3.">7

o.y|

2.go2. '3

V.A80.7 20.49

6.9?

0.390.3?

oA^6.120.3t

4.849.9s'4.4£r.47r./i4.2?4.IJ2.41

3.834.2^3. Ac

4.480.84-

K4 4-.^

7o.2

67./49.?

67./

i?.2_

70.2-

.089

.073

.071,05r,053

.05-/

.orr

.043

.0J4

.4i«

.li4.\3r.047

,ol4

.410

/^2092,/23IS83^2.

I

o o':>0'4

3ir33S-345-

380

l2.&

147. 1

UNJ.\bj: ifi.lbs'

^ ,^ „. -,

^).3 l^4.8- 2. '3 /.i/ ^-^-^ 7S ? .027

5Po/LCC> " ~ ~ ^"^ ~90 lo(.S .268 2 To 0.i4- 2.74 S0.3 x03l

1,3 /e>4.3 .248 i-.O d.27 2 80 ^o-

7

,03/

,0.3 ItS.Z .i48 2 ff7 ^.30 3.(7 S/.4 ,0?^"

.36.2

.088

.o9r

F.A.P.S- 10 - 5/

APPENDIX B

Sample of Calculation Procedure

APPEMDIX D

Samnle of Calculation Procedure

Step 1. The developed film waa placed in an enlarger such that

the enlarged distance between the TDC marks was exactly 9 inches

or twice the stroke of the engine, A tracing of the wave envelope

and grid was made on a piece of 8 1/2 x 11 paper—one of the com-

pression-power strokes and one of the exhaust-intake strokes.

After the tracing was made, the result vms cc^npared with the bal-

ance of the cycles on the film. This was to insui^e that the en-

velope traced was representative of the particular run.

Step 2, The tracings were placed in the Mn' transfer machine

(Reference 2) where the coordinates were changed from Force versus

crank angle to P'orce versus voliaae and the work loops were formed.

Step 3. Each work loop was then integrated by use of a planlmeter.

W •IFds. For example, take the compression-power work loop of

r\in B* --olanimeter readln^^s start 7948^ — 1020

8966— lOlG9982

-- 1018fliiii 10002

Average 1018

planimeter constant: 100 units = 1 sq, in,

work loop area « 10.18 sq. in,

tfom f^nlarger, 1,35 Inches was equivalent to on© inch

on the oscilloscope.

From the transfer machine, stroke v/as 4.5 inches.

From the oscilloscope calibration plot (sec Fit?. VII),

slope of graph was 15.9 pounds per inch of deflection.

Tlius the woru: of the loop Is

W = 10.18 X Y73^ ^ ^^ X 15.9 = 108 In. lb.

PMEP a -^

V^ friction engine ==37.3 cu. in.

Similarly for the EI-P?4EF of run BJS is

EI-PI^IEP = 0.38 psl

total R'EP = 3.27 psi

F?'EP 2 , 39Conv. Factor = aSea = 10.18 = 0.284

AIR FLOW

Measured by ASME standard square edged orifice (DIfuneter ,515")

Simplified formula (Ti » 75**F + S^^P)

M„ = A = . 00079 yplha

Reference; M.I.T. Notes on Air Flow by %. A. Leary and D. Tsai,

brakp: mean effective pressure

BMEP = 792000 x B.L.g. ^ nyd^aulic Dyn. Constant = 5000V.s displ. Volume « 37,3 cu, in.

BMEP = 4.25 BMEP

BKP = N X B.U a 1000 ^ „ Q^20 x B.L.K 5000

Reference: W.A. Leary Scale Data Computations 5/46Dynamometer No. 12.

R = 12.6050 in.d = 1.6135 in. (computed)d = 1.6060 in. (actual)

X =1 lb. per. in.

APPENDIX C

Original Data

EXPERIMENT NO.^a! TITI F Xg' Co^tems^.m R.^/gs

ENGINF CFR- FRICTION FMFI MAR.^^eWM.r^ <i ft

BORE ^ A f^TROKF ^ 'U r.OMPRFC^.qiON RATIO S.ot'

——— DATE At'f^ic ^4. l<f5-(

ET BULB-' (ACT)

SLOAN LA

DRY BU

(CORR)

r c-/

^BORATORY1 R 77V

BAROMETER 50.38 /'/^J

CONSTANTS BMEP = B.L. X 4 25" BHP. BL-X,"""- = o.;io X a.c. Dy^/. r^AA z^t^o ^^-3^ fA;j

REMARKS TIME RUN RPM B.L. F.L TEMP. OILPRES. ••i '^E

T,AIRCONS.

FUELCONS. ^ S.A. -R irs Bmep (Tc

t; ^ Sc ?. L <f< fc r,OIL JAG

^«»rfrfe«/<:eo tiorotKi^a //4o A, /ooo S-0

" Fir<i/uQ n^s /^.5- ^7•

;i3 146 .?7<? ;i.o ^.^^ ?l.Z9 30.28

IZoo (7.i" (S-0 17^ •OAd •o.io 77 Ol03ii .a>o07 9 .07r3 8.2<i i'Zc) 14.4 -o.fo \'14 fei" .?7fl i.O z.s-

Itli /7.^ /ro 18I 77 .o\»^^ .00060 .oiftt 8.30 6~orj- 7i.O |cri .?76 /.7 3.0

/i3o /8.4 /rr l«o 77 .o\«>J.3 .aooao .0784 j^i-r 78.Z 148 .?<i3 ^,3 l-l

Phott,. ^,Z /^fr /?.$• /^f ISO 77 .oloi31

.078' ^.sr 7S.(1, <4f .?68 a.r ^.5-

Tfto «MrF,^FeKE»J«£ OW ScoPe t3;io /5.7 /J-/ ISO 77 .0|»tT .0778 S^AO 7?--5" iro .fr* a.d ^.9

Ph-oto. ^,3 1330 li.l IS'o m 77 . 162.7 .<^^7a S-.io 7?.r K*? ,f7o '^ 3.^

nt-s \8S tS'o 180 76 .o)oi-7 .0778

^r.(,o 75.4 i5-» .?ro i.« 2.^

Phot-o Ai"^ (3S-0 18.C, JS( «7? 78 .o .,b%n .0778 y.(,o 7?.o li"! .fr<j /.p 3.0

i^ H-o-TD A ,

5"If-oS- IS.'i (s-i ISO 7}? ^16^8 .077^ s:yo ffo.3 i4r \ .?74 /.8 ?.o

Photu a , (. l^fZo le.i iSH jao 78 .Cilovy >r .6778 \ f'{ ^,4o S6.3 iro 64 .?70 '.7 Z.f

CEAieD FKtlU<i (S~iO^ f

i 1 f ,1 .?6f

t^oTo«lA/C Fh oTo A,1 /s-3y lOoO • IfJL /6o '0,1 -0.1 18 .oU4C — - * Sff -. -0.^0 /yo ^6 .?^/ z.o y\ Hf ^

(S-31 OIL Vast rv/«//t- /?/<»/'

J

7^ fi<SM£^: 3-f7 ^/rv^*

Time 3** y?*^Fuu IP /A/ Jjtou-Ji/ Fu<45'T ;i 3 •

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c«M«<i <~iOe.fi.o FtiCK^a ISIQ (090 IB.O -o.» -4./ 7? 23- j:a'^6 .5i? 2.0

(fZO I8.S- \AS ifif 7? .^ it>in OOoBo .018C 9.30 S-.iD 70.6 \^8 is- .f6f ^.to 4.3 ;il4o 3a.2o 30.Z0

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^^^^^H ?Uoro iSSO (•i-X U'3 (sr rL .<)/o^^ 0006O d?8/ ?.3o /:oT 8(.6> (SI .9t;7' 2.2 r.S"

Pt+»To A.'

4

lUOO ir3 in {ef ^7 <»/02.i Od«40 ^?<P/ i?.30 r.i-r ixo (So .9i? •^. / iir?f+oT6 ^/,^ I6>08 l*?.7 i£/ m •

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78 .Oloxz .0008S .678/ d30 i'sr ^3.7 /S-Q •f^? 2.0-

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—

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r

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r1

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' 7^'

{— r? 1 '

i . /.0 2.^ y v 1S£c««£o Ea/S Time.-. \''zf'^ (CZS- »r; 7^

^io<il>AT/t ,Teiosi»tJ^ .^Ar. Oil T»> J-UMK RthiQS iB^f\^ ^.) 110 oms. .•

^l /.38 Iks .014^Fv.iJi( ) lA/ c LoUA f

riA iK /j:;

^^ /-^? .<>/7" 4(exT/ tcMEkW /3l4CAA

i)

^3 /.4J 013' 1 1

5coP i G(^( .at; 4< i Cfl OTrt fiu*t$ ; PA f?w.c,6 J -*-J/ 'l?j»J5 A.- \'

EXPERIMENT N0.^..«. TITLEENGINE Cfi^ - fricxiom

'//^ Hi GK TEMSIOM KlNjGS Q/^J£ ftT/^(L 27 , I'jS-l

FUEL-±lii5i:i£iiiiii:L__ S.G. WET BULB

Sneer c-2SLOAN LABORATORY__DRY BULR 76-

V

BORF3'/4 <?TROKE4 'k COMPRESSION RATIO- S-.cs- BAROMETER (ACT)."

(CORR.) 30.40

CONSTANTS BMEP « B.L. X 4.2r B„p..BiJL^- = 0.20 X B.U.4/>$. f^SiSt/jiey

REMARKS TIME RUN RPM B.L. F.L TEMP. J OILPRES.

D B^1

AIRCONS.

FUELCONS. i S.A. R h iH^P

(fc "^c 7; ^^ ?^ u(ti. if. f/OIL JAG •e

Com«e»oc;eo H or»<t/fJ e /<JAr ^/ ( SccA C «»•/ a/; ^ )" f^i/ztf/e /oza /^.C) iT.S

7ho-»« t^ecftRO y.- / toSo /ooo /^.^ ISO lit S-0 'd.f •6.3 7S- .0/0 3i, .000% .6773 2J- /.3 ^7 6 8.0 -0.^ /iV ^5- .170 Z.O 3.0 zf.s- 3^.f 36.3

f^eoocep ScAi^n CiiiAj To: 3S' 1(00 5-, 4

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Photo ^ac»-eo P, * "ST IZIO II..3 IS-D lio •/>! V6.3 74 otoic .*««?» .^773 ff.zr ^.ra <,?.3 /s/ ^r .9ii l.O 3.Z 3d. 10 36.30

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C

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Photo B,-S ms' /$.S isro (So • -Q.I -6.1 nr .0/ bi^ .OOpio .Olio ff.3 t.Co 7f.y /jTb if .?^& 2.-7 3.^ 36. to 30.30

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f iSb GS- .%(. 2-1 ^l ] V 7

Cc^jfcd f^or6R{fja fClf1

FA. ?. Cj.C. 3. J --a-si T^ao? ft-f !,

EXPERIMENT NO. ^ / TITLE

ENGINE ^^^ " pR^'^-rioNi

^/f^ laii/ tea/s/oa/ 7K'iN<ss

FUEI HA•R(^^d Ia/mite 5,Qi^

DATE

BORE3^ STROKE-Jljk, COMPRESSION RATIO £L^WET BULB>

BAROMETER (ACT.)

SLOAN LABORATORY__DRY BUIR 73V

CONSTANTS BMEP » B.L. X 4',Z5' BHP = -^^4=|3§^^c 0.20 "B.L. osc.uLo^coPa g^.m ; 35-(/r^vC J /\6s.P««o«w

REMARKS TIME RUN RPM B.L. F.L TEMP. OILPRE8. p. \ \

AIRCONS.

FUELCONS. i: S.A. R u a>l£f

r^' n Ta s. h ^ A' fe flOIL JAC

ComHS/JCSO Me-7-9ii.,t^& /Of<5 c /ooo ro 0.0 0.0 73 zs^ Zf.fS

" FirilWG /<3;r6

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1

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Photo T?P.c«8b C-S~ 1330 /^^ /so /8/ o 74 .oi&iS ooo So .0'88 5.30 s-.sr &/.<: lS-0 CS .%? 2.0 3.4

Vi^S ^ r /?.i ISi. /?;

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8

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it 2. -1 ; 1

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PAP. Uc •G. i--9-S/ T^v SJS C-C

EXPERIMENT NO.^"^ TITI F Y/^ l-dc.^ ^^ ^/^/v /?//v<r^

ENGINE-^ C F R -^pr^/cry^^y FlfFLKlAf^iMe UJh/t^ q«

—— 1DATE y^'^ f/L ZoJfS/ SLOAN 1 AF

fFT RUl R DRY RIJI

UACT) (CORR)

MORATORYR 74''f

BORElil STROKE±jL. COMPRESSION RATIO S, c s RAROMETFF 3<:).6^CONSTANTS

_

BM.P = B.L. X 4..r _ BHP = ^^.^^ - .... x .... .y.-O.. 5c... ^o.m/ / 3^ ,.,^ ,_,REMARKS TIME RUN RPM B.L. F.L TEMP OIL

PRES r \\\AIRCONS.

FUELCONS.

FT SA. Brie? fi r, r^ ^. ^ h f^-" /^f Z'/OIL JAC "R w

Co/^,^aiucttO M^0TO/9f^^ /oS-C p /ooc>

1

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'

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'74

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fi.^ J-.iT 76.8 -.10 /.?o 3.(i> itfo 2ftir--l

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8

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^\ lo.^i-? iti — /- <5

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1

- - i

3 \l).«11 lbs

Coi-tKEiOCtO HoTor^lKJG I3i"i- p' 1 Ooo i-0

.00

1

i

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1

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— 1/0.4 1.80

^.\o

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' f

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i- 1 L 1_L

EXPERIMENT NQE-e'tITIF 7/6 ^^fTfc R/?v;pr£D Su,?FAce l<iH65

ENGINF CFR - FR\CX|6JV FMFI Ma<^iM£ UiMire, ^qBOREl^ STROKEJ-/2:_ COMPRESSION RATIO ^^^

WET BULBBAROMETER (ACT)

SLOAN LABORATORY_DRY BULB_Jlllf_

(CORR.) ^^3^CONSTANTS BMPP« B.L. X 4.XS- BHP = Vtf/^

^^^ - *-20 X '^.t. (5,q/A/ : 3^

REMARKS TIME RUN RPM B.L. F.L.TEMP. OIL

PRES. ^i Pc T.AIRCONS.

FUELCONS.

FT S.A. R h 8k«»f''

7? 7-^ ^C r< L /'. fc 1?^^OIL JAC

Co«M2lJCtO M»r«4lAJfi o?ro ^ I6CC ^6

l^on^ei/^fi PrfoTo £-' /oor 146 /// v./;- 77 .d/o4/ .0<3o8 — £3' <?.3 5-.7<» •0.50 /r/ 62. .f76 2.t il4 Jj.iS

CoHMSMC&o P|(e/Aitf lilO /ro /JZ

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1115- t4-.« /r3 nj d 7*) .0/018 .018^ ^-.Jo ".? /J-

3

66 .n? ;?.r f.O 19. }0

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P>*oTo £"-+ I2|0 <6.r m /8f ^? .tf/bO .•?*» 7o.X ISZ 6r a.o 3.^ 3«.J*

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PffOTO E-f J 140 is-.o /To (f» + .or 8o 078 o 63.8 /s-o 6-J- 2.0 3.( 3o.}r

IZS^O 14.1 ISO (80 V.ttS '»? 0760 ^Z.o /^/ 65" /•? ?•? 90.?^

Prtoro fe-a Ifis- /s:d ISO /So ^,oi78 .078- 67./ ITf 6r z.r 2? 3«.)r

PH»ro E-7 I37r ^ r I^X , ISo /So o 78 ^') f

.0780 >'1 1 68.^ ' /^« 6b- z.r 2.8

j 36. ?« ^L_CcAseo P\/?iM<i (33& TiM.: 3^ ^0 1

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H .M5-" Ftu I V SLOiJ'i^ f'cASli A^^3 .01?"

. F-^l y-^-jt \ti.L .C» 1? UAJ S

APPErmix D

Bibliography

BIBLIOGRAPHY

(1) Forbes, J. B,, and Taylor, E. S, : A Method for Studying riaton

Friction. IIACA '•artlme Report W-37, March 1943 (Originally

Issued as NAGA ARR, March 1943).

(2) Leary, W. A., and Jovellanos, J. U. : A Study of Plnton and ftlng

Friction. NACA "artlme ^ieport \V-47 (Originally Issued as

NACA No. 4J06, November 1944).

(3) Llvengood, J. C, and Vvallour, C,: A Study of Plston-Rlng Fric-

tion. NACA Technical Note No. 124.3, August 1947.

(4) Tlschbein, 11, 'k, : The Friction of Piston Rings. NACA Technical

Memorandum IIo. 10C9, March 1945.

(5) Kersey, M. D. : P.ibliosraphy of I'iston Ring Lubrication. NACA

Technical 'Jote No. 956, October 1044.

(6) Shaw, M. C., and Nussdorfer, T, : Visual Studies of Cylinder

Lubrication, Part I The Lubrication of the 'iston Skirt.

NACA Vartime Report E-66 (Originally Issued as NACA ARR No,

E5H08, 1945).

(7) Martz, L. S. : Preliminary Report of DeveloiJments in Interrupted

Surface i-'inishes. Proceedint'^s, Vol, IGl of the Institution

of Mechanical Engineers, 1949.

APPENDIX E

Table of Piston Ring SpeoifIcatlona

lO AP :'KI

CM inOo 8 ^*< 8 oo o O O ti rH

H •• • • O o O e 1\ H o o • • S to a.to +1 + 1 01 t< o e o X

+ m' + 1eb 03 O iH M

K OJ lO + 1 36 (X 1 1

m to Ol ^ 1 fH OJ* CO »H fH o o 8 1 o\ iH •H O • (h in oiH • • • o tA •* c^ oo o r~i O r- tO 03M

woOJ

8 oto o • 'il' Hr*

?l

O o o in e 1\ o • o S to 0-.

to^ » •f| • 03 t4 e o sQ lO o fH HK OJ in 1 + i -d a« 1 1

+ to 03 o i iH o^ CO H •<^ o P. 03 1 o\ Q H •-• iH • p. O in orH • o o

5•^ c- oo o « r-i t> to 01

(0

oo

LO

o -#

1

•

o.•

ooo in c

oft a\ » +1 • to o S i cu Ti o

to O + 1• fc t: CO a «i •rl

lO + 1c O 03 M f4 •P »

K + w lO 1 PU t 1 4J (d oto OJ "i* + 1

1 H 8CO ^ M

:* o CO •H H a 03 1 o1^\ H H O o p. O lO O 1 a

•H • • • • ai %1« O O u COo o o to (^ t> r^ 03 a o o

to

lO

glO

o•H0}

CQ

oo 6

o8 o O

o '«f u u ^5

to o o as c O a Ti KH • • o S H 6 o MV. o o • o 10 e 1 o (CfH •• o • o o to CU o 4J

(£) + 1 +1 o fc PU o g OH + 1

iH c c-• lO to + 1 •d 1 1 1 <H Vh

:* 01 03 -^ e r-i O 4 tt

V. n o H rH to a Q? 1 o iH ofH o H O • a o in o CU Oh

• • • to i•^ ^- o

10 o O c- tO 03

lOto 03 lO

< oo

03tl*

H o• •

Oo

eo

K<

o O •

o 03in o H

a.

< ++1 + 1

+ 1

•

oCu CO

03 at-{ lO in •d • 1 1

< 03 03 ti« + 1 o H oto to H H fX 8

1 oo H O o P. in o

• • • •

5Tj* i> o

o O o H t> H OJ

525 w •^"^

1^~^ O cJ= o

H O c *->>

§5 l-^ t- ^N w •H a t/0 S3 v-:i •

M CO «.^ •H W— 5^ M < CO toCO p o^ »J w-*fc M CO

&{j3 O W,• 1-

fC w •

00 & »J o 1 u w o • « K!?: Q »J §5 <; —' O 6-t o o P* bOJ::3 M < M < S

(C • >* ^K J« £: w (^ fc a, Ph t< a

TABLE I

V. «o ^CO

•

H• • O ^ ^~^^~

to

1

to

i

CI

a•

oCO t~ ^ £>• • • •

o o o oo o o>

1

in1 1 • 1O Q O O•* lO 03 inin 03 H rt

o

^§•d -pt. oo co nO

!003 00 000

Om1

o

oa oo n K« o « § •ed t. n

© 3w

O a o o CO

o fw ^§

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^ 3 ^ s o ;c: o c9

t* CO CO 0- » as {^ o a

CO

oM<OMMOWa-CO

s

o

FIGURES

Fig. I

COIIIBUSTION CYLINOCR OIL SUPPLY

CYLINDER MEAD

LEAK- OFF FROM JUNK

«IN&S

UPPER DIAPHRAGM SPRING

COMBUSTION CYLINDER

PISTON ^ fcR V "k.k(6^)

CROSSHEAD SEALS

f ^ECTRQMAGNETICPICKUP

LOWER DIAPHRAGM SPRNG

ORrSSMf AD CYLINDER

BLOW BY aOIL CONSUMPTIONMEASURED HERE

CROSSMEAD OIL DRAIN

WATER JACKET

CFR CRANKCASE

Figure I.- Engine, showing orosshcad and spring-mounted combustion ^

cylinder. Pis.oisi fcr, y^^' Ki^^t s .( '•^'rA naca I'x ^. '-'7 •^v

^.."-*^.'>

Fig. it.

RAWING NO.

EMG\MeL Pl5TOfvi - \,

5CAUE MATERIAL DtAWN CHECKED

Poll, (\i^ n st UJ.CG P-'^.'P.

H,vi pki \L r Alcok n ST

ri(>-.iii u.'r.7(i:

(\Ui^ - r l(Kri..'S - Tliff'

^-2,3 Hwc -ooW ci^Ae^wcs:

^ t-lot.C3N 1 ' ^»

o IB (n

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v.'-\..^^>^

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IT

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— 0,(2J -3

-ki^

tl-K V( AT lOM At.,h

/,05- -

.c,..-n f\/\

Fig. nrc

Fis,lSO

WATER JACKET

OUTER CYLINDER

RUBBER CASK

ADJUSTING SC

COIL

T~

ARMATURE

MAGNETIC CORE(^ Laminated)

CLAMP SCRE

COIL

LOWER DIAPHRAG

BASE P

COMBUSTION CYLINDER

> I

N CH E S

FigurejV Details of elect romagnetlo piclcup for measuring cylinder

sleeve rrotlon. .»..>, n/aca "^ f^'a (i^i fiy li^.-voo.o

Figur* V

Fig. V Photograph of :«fieasuring Squipment

fa

Fixture VI

Photograph of the Friction Engine

ne^ufLe. -mrr

09 as

I ''' I • - .1I M , I . I I I M I I i li t

r«s._uL

Fisrure X

t

^'ev' ^iii^

2 Lands .^rcvrn sreas

)

Ring after appr ox. 6 hours of

@ 1000 nm TT.ean BKEP 68 pai.2 Lancia shown (Light areas)

firing

Fig, X Photomicrographs 3/l6" Interrupted SurfaceRings. Plan view near gap. lOOX,

F-iffure XI

New Ring

1^

Ring after approx. 6 hours of firing@ 1000 RB^, Tcean HN^P 68 psi.

Fig. XI PhotoiEicrographs 3/l6"' Interrupted SurfaceRings. Profile view near gap, lOCX.

F«G TTT.

ffffF- ^i:m liHiJ i^iiii^ff

FiG XIV

riG~sx

t:::\.ttrt-

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Figure

A.

2

A.i

A.5-

a; I

a:3

Fig. KX Ssmpl* Photcgraphl* R««ord« of Runs A and A.J

-^.

e

0.2-

B.5-

•B.l

Figure X.Xi

B.'l

B'.3

Fl<?. >;:'CI Siirapla Photographl« Reaords of Runs B r^nd B*

KXTT

6

C2

C.3

C5"

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3 2768 002 02878 9DUDLEY KNOX LIBRARY

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