PISTON RING THEORETICAL &

DESIGN FORMULAE
M = p h rm2 (1 + cos ϕ ).
NOMENCLATURE
Expressed in terms of the tangential force Pt, Nominal Diameter di
M = Pt rm (1 + cos ϕ ). Inside Diameter d2
Mean Diameter d
And from both the above equations it follows that: Radial thickness a
Pt = p h rm Free gap So
Fitted gap s
In practice, the wall pressure p (N/mm2) is calculated by means Tangential Force Pt
of closing the ring with a low friction tape and measurement of Diametral Force Pd
this load Pt.
Average Unit Wall Pressure p
200 Pt Elastic Modulus E
p= (kp/cm2) Fitting stress f1
hd
Fitted stress f2
Sometimes the closing load is applied at 90° to the ring gap and Bending Moment M
the relationship between Pt and Pd and p is: Mean radius = rm
Angular co-ordinate from 180°
p=
200Pt
=
76Pd
(kp/cm2) gap position ϕ
hd hd
The integrated elastic modulus of elasticity is calculated from the tangential
3
d 
14.14 − 1  Pt
force, as follows: E= a  ( N/mm2)
h( S o − S )

The balance between the fitting stress in the ring when it is opened to pass over the piston during installation, and the
fitted stress when it is closed in its working position is important and critically depends on the radial thickness of the
ring and the free gap. The maximum stress, at 180° to the gap when the ring is closed to its working position and is
calculated by:

0.424E(S o − S )
f2 = (kp/mm2)
d
( − 1)
a
The ring gap has to be opened to an amount of about 9a for installation of the ring on the piston and the maximum
stress is as follows:

 
 
 4E 0 .424 E ( S − S ) 
f1 = 0.64
 − o

  d − 1 
2
d  
 − 1
 a  a  
  

This formula is valid for values of d/a and (So - S) which are
found in common practice. Wide variations in (So-S) for the
same diameter to radial thickness ratio can lead to error.
The inter-relationship between wall pressure (bar),
diameter/radial thickness ratio d/a and the free gap/diameter
ratio (S o − S ) is illustrated in the graph, for a value of E of
d
105 N/mm2.
In practice, it is useful to note that the wall pressure of a ring is proportional to the cube of the d/a ratio. In other
words a ring will lose 30-40% of its tension when the wear or radial thickness is reduced by 10-15%.

Data Sheet 1
 CAM TURNING
Cam turned rings are machined from pot castings which are cast in the free shape of
the ring. Such rings are free from any artificial tension, and when it is closed in the
cylinder, its natural tendency is to attempt to return to its natural open position.

The ring may be machined to a variety of shapes from a computer designed cam, so
that the pressure distribution round the circumference of the ring may be varied to suit
the particular characteristics of various engine types, and to decrease (or increase) the
wall pressure in the region of the ring gap.

The principal advantage of this method of production is to increase thermal stability and
to minimise tension loss in service.

Cam turning and subsequent Negative Ovality.

cutting out free gap (So).
Rings may be of zero, negative or positive ovality.

Data Sheet 2
 LTC Piston Ring Sections
COMPRESSION RINGS
JOINT SECTION REMARKS
Diagonal Joint - L.H., R.H. L.H. or R.H. cut joint. If 2 corners radiused, ask for
D2CR; if 4 corners radiused, D4CR. Can be supplied
with negative ovality, by cam turning.

Surface treated piston ring Special surface treatments include chromium or copper
plated or plasma sprayed.

Wash-away Diagonal Joint Used to prevent joints catching ports in 2-stroke engines.
Preferable to radius liner ports if possible.

Butt Joint Supplied B2CR or B4CR. Can be supplied with negative

ovality.

Lap Joint Supplied L2CR or L4CR.

Box Lap Used where gas tightness at the joint is essential.

Pressure side of the ring marked 'P'.

S-Lock Another gas-tight ring, pressure side of the ring

marked 'P'.

Oil Distribution Ring Used to distribute lubricating oil evenly over cylinder liner
surface.

Bronze insert Quick bedding ring. Used in pumps and compressors as

well as in diesel engines.

Seal Ring Useful in worn cylinders.

Taper Face Initially an oil scraper, which beds to a total seal, rings
taper 1°-2°.

Barrel Face and Chromium Plated Ring Good seal ring. Ideal for ring groove which distorts under
cyclic pressures.

Wedge Prevents ring sticking, whilst affording a good seal face.

Data Sheet 3
 SCRAPER RINGS
JOINT SECTION REMARKS
DS2CR General Purpose—bevel scraper.

LS2CR General Purpose—bevel scraper.

SBS Useful where surplus of lubricating oil is present providing

adequate drainage is available.

SOC Useful for rapid removal of surplus oil where drainage

facilities are provided.

SOC2K Usual scraper for small and medium sized engines. More
drastic oil control than SOC.

Conformable Scraper Useful when liner distortion is prevalent.

I/S Scraper Skirt scraper rings used in Doxford and Sulzer SD

engines. Inward springing.

Data Sheet 4
 SIMPLE FORCE DIAGRAM OF PISTON
RING LOADING

DIAGRAM 1
N.B. No Account has been taken of the complex forces, which operate on a ring under hydrodynamic
conditions, or alternatively when the ring and groove cease to be in perfect alignment.

Data Sheet 5
 GAS PRESSURES DURING OPERATION

DIAGRAM 2
Diagram 2 illustrates the sequence of gas pressure build up within a piston ring pack in a two-stroke
diesel engine. The dotted line represents the pressure that will exist in the centre of the ring pack during
the expansion stroke of a piston.
When the piston is at a position above point 'x' in the diagram, the expansion pressure in the cylinder is
greater than the pressure in the centre of the ring pack, p1, and gas will escape in a downward direction
past the rings.
However, when the piston travels below point 'x', conditions are reversed as the expansion pressure
above the piston is now lower than the gas pressure in the centre of the ring pack, p2, and this pressure
will be released in both upward and downward directions. The upper piston rings will move against the
upper faces of the ring grooves. All the gases will be released as the ring pack passes the scavenge
ports.
This entrapment of gas explains the reason why wear takes place on both upper and lower faces of
piston ring grooves and reinforces the need to adopt chrome plating of upper and lower groove faces to
maintain the design geometry of the groove and prevent heavy edge pressure of the piston ring against
the cylinder liner.
Inevitably, there will be some edge pressure as the ring moves up and down the liner, caused by angular
deflection due to gas forces. This leads to a small amount of barrel facing of the working face of the ring,
which is quite desirable, as it assists in forming a hydro-dynamic profile which can assist ring
performance under suitable lubrication conditions.

Data Sheet 6
 RING COLLAPSE AND BREAKAGE

Diagram 3
It is very rare for piston rings to break by mechanical causes. Breaking in the port area of two stroke
engines can be avoided by keeping port edges radiussed. The majority of ring breakage is due to ring
collapse, caused by differential gas pressure effects. The diagram illustrates the nature of faults which
lead to ring collapse and the following indications may be helpful in recognising this state of affairs.
— Substantial loss of tension in the ring.
— Rubbing of the ring ends against each other.
— Rubbing of the inside diameter of the ring end against the back of the piston groove.
— Blackening of the ring ends.
— Signs of blow-by at the top of the cylinder liner.
— Evidence of excessive temperature.

Data Sheet 7
 PERIPHERAL COATINGS & SURFACE
TREATMENT
The running surfaces of piston rings are frequently protected with a wear resistant coating in order to
prolong the life of both piston rings and liners.
Bronze inserts:
To assist in the reduction of scoring, one or more bronze strips are pressed into a tapered recess so that
the bronze protrudes slightly above the running surface. This assists rapid bedding in and quickly
provides an effective seal.
An oil film is therefore preserved, which otherwise may be dispersed by hot gases shortly after new rings
are fitted, particularly where the liner surface has become glazed.
Chromium plating:
Electro - deposited chromium has excellent resistance to wear and scuffing. Rings so treated are used in
the top groove of a piston and these are frequently provided with a barrel faced profile to increase contact
pressure and to assist in the conformability of the ring to the liner.
Extended life of the scraping edges of conformable scraper rings can be obtained by chromium plating.
Phosphating:
Phosphating, a very thin surface treatment, assists running in and improves scuff resistance. In addition,
phosphating, along with a suitable oil dip gives limited resistance to corrosion during storage.
Tin and copper plating:
A soft deposit of copper or tin is useful in liners where rapid bedding in of the ring is important.
Ceramic and other mixtures:
Various combinations of spray fused metallic mixtures can be produced for special applications.
Examples are: -
LC442 A nickel chrome molybdenum aluminium composite, with high wear and corrosion resistance.
Hardness RC30.
LC350 A high carbon iron-molybdenum composite, having a hard dense wear
resistant surface with low coefficient of friction. Hardness RC 37 - 51.
LC505 High molybdenum content alloy blend. Hard bearing surface having excellent non-scuffing
properties and good wear resistance. Hardness RC 40-45

Lockwood Torday & Carlisle Limited

Stalker Lees Road, Sheffield S11 8NN, England.
Tel: 0742 686101
Telex: 54182
Telegram: Piston Sheffield

Data Sheet 8