PISTON RINGS

1. PISTON RINGS – CONSTRUCTION

 Piston rings are cast and machined from grey cast iron. This may include some additions
such as chromium, molybdenum, vanadium, titanium, nickel and copper. In some engines
nodular or spheroidal graphite iron is used, which has greater hardness and tensile
strength, as has vermicular or compact graphite cast iron, the use of which is becoming
more widespread. Alloying elements such as titanium and vanadium form hard insoluble
carbides within the matrix.

PISTON RINGS – WORKING

 The piston ring performs three functions:
1. It seals the combustion space.
2. It spreads the cylinder oil longitudinally over the liner surface.
3. It transfers heat from the piston crown to the liner.
CLEARANCE MEASUREMENT
 To measure the axial clearance, use a set of feelers to measure the gap between ring and
groove at the top of the ring. Check in several places (two sets of readings, port-
starboard, forward-aft) around the circumference of the ring.
 If the axial clearance is more, then the ring will hammer in the groove causing excessive
wear and leading to possible ring breakage. The ring may also twist and bend in the ring
groove leading to breakage.
 On a four-stroke engine excessive axial clearance will cause a pumping action as the ring
moves up and down the groove between inlet and compression strokes, leading to
excessive consumption of lubricating oil. If the ring clearance is too small a build-up of
ash and carbon may cause the ring to jam.
 The ring groove should also be checked for wear by measuring the clearance in the
groove with a new ring fitted.
 Back clearance is checked by pushing the ring into the groove using a piece of wood and
then taking measurements using a depth gauge on at least six different places.
 This can be done in piston’s original position on a 2-stroke engine where the tension of
the rings can be checked.
 Alternatively, you can measure the thickness of the ring (using a Vernier caliper) when
the ring is out and then subtract that from the depth of the groove (measured using a
depth gauge).
 Poor springiness indicates a broken ring.
 If the back clearance is reduced because of a build-up of carbon, the ring will not be
pushed against the liner wall by gas pressure.
 Excessive build-up of deposits may cause the ring to jam.
 To check the circumferential or butt clearance, insert the rings in the bottom (unworn
part) of the liner and ensure that they are in line with the linear axis.
 Measure the clearance between the phases of the piston ring using a feeler gauge. Record
two sets of readings forward-aft and port-starboard.
 If the butt or circumferential clearance is to large then excessive localized blow-by will
occur leading to localized overheating. Burning off of LO film and excessive wear.
Sealing of the combustion space will be affected, resulting in loss of power. Too small
and the ring may jam in the liner as the ring expands.
 Note: if any of the clearances are more or less than specified, the rings are to be changed.
PISTON OVERHAUL
1. GENERAL PROCEDURE FOR WITHDRAWING THE PISTON
 The engine is isolated and locked off on LO, FO, CW and start air. Turning gear is
engaged and the engine CW jackets are drained down to the extent necessary.

2. BEFORE COMMENCING OVERHAUL:

1. Starting air shut off and locked off.
2. Open the indicator cocks.
3. Engine cooled down sufficiently to allow LO pumps to be shut down.
4. Isolate fuel and cooling water.
5. Ensure that those carrying out the work are conversant with the procedure: – Read
manuals.
6. Ensure that each person knows his tasks.
7. Confirm required spares are on board.
8. Check that lifting tools, strops, shackles etc are within certification and in good order.
9. Check that jacks are in good condition with no leaks.
10. Ensure permission for immobilization is given.
11. Carry out risk assessment.
12. Ventilate crankcase and obtain permit to work.
13. Ensure that no-one else is working elsewhere on the engine (e.g. cleaning the scavenge
space)
14. Check that no-one is working in the vicinity of the shafting system, and that the bridge
has confirmed that it is OK to turn the engine on Turning (Propeller Clearance)
AT THE COMMENCEMENT OF THE OVERHAUL
1. Drain cylinder cooling water from respective cylinder. NOTE: It is not advisable to just
drain down to liner level in case the liner is disturbed when lifting the piston.
2. Remove cylinder head after removing associated pipe work.
3. Turn engine to BDC and remove carbon and wear ridge from cylinder liner using a
grinder.
4. Unbolt the piston rod from the crosshead.
5. A two-piece spacer tube is bolted to the piston rod foot to protect the piston rod gland
when lifting the piston.
6. Unbolt the gland housing. The piston rod gland is removed with the piston rod
7. Turn the crank to TDC. The spacer tube will push the piston rod gland out of its seating
8. Clean out the threaded holes in the piston crown with a tap.
9. Bolt on the lifting bracket.
10. Lift the piston, rod and gland with the engine crane and lower the assembly into the
special cradle for maintenance.

INSPECTION
1. Measure and record the burn away on the piston crown using the profile gauge supplied.
2. At the same time inspect closely for cracking of the crown. Use of crack detection sprays
(Dye penetrate test) may be advisable.
3. Inspect piston ring grooves and measure and record the groove wear using a new ring.
Ensure there are no wear ridges in the grooves, which may cause rings to jam, leading to
breakage.
4. The old rings can be measured, and their rate of wear established and recorded to
calculate whether they should be replaced.
5. Inspect the ring rubbing surfaces for evidence of scuffing or abrasion which could signify
poor lubrication or overloading.
6. Check the piston skirt for wear. Excessive wear on piston skirt: may suggest
misalignment or excessive clearance at crosshead
7. If a caulked bronze ring is fitted, ensure by tapping that it is tight.
8. Inspect the cooling space. Fouling of piston cooling space: can be caused by overheating,
lack of treatment (water cooling), and deterioration of lubricating oil (oil cooling).
9. Inspect the mating surfaces of crown and skirt including O ring grooves, looking for
signs of damage or fretting. New O ring seals and locking devices should be used on
reassembly
10. All bolts should be closely inspected and gauged. If the stretch of any bolt exceeds the
maximum, then it should be replaced.
11. The piston cooling space should be pressure tested in accordance with manufacturer’s
instructions.
12. Details of the inspection together with measurements and faults should be recorded.