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Qip-Ice-24-Engine Heat Transfer PDF
Qip-Ice-24-Engine Heat Transfer PDF
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Combustion Chamber Temperature
P = m f Q f
bp
bth =
m f Q f c
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Temperature Distribution
Exhaust Intake valve
Spark plug
valve 250 C
600 C
650 C Intake
Exhaust
flow m anifold
450 C 60 C
Piston face
300 C Cylinder wall
185 C
Piston
ring
220 C
Piston
skirt
190 C
Oil 70 C
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Modes of Heat Transfer
In general, heat transfer by conduction takes
place through the cylinder head, cylinder walls,
and piston; through the piston rings to the cylinder
wall; through the engine block and manifolds.
where, T = temperature
h = convection heat transfer coefficient
A = inside surface area of intake manifold
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Heating the Manifolds
Some are designed such that the flow
passages of the runners come in close thermal
contact with the hot exhaust manifold. Others
use hot coolant flow through a surrounding
water jacket. Electricity is used to heat some
intake manifolds.
Some systems have
special localized hot
surfaces, called hot spots,
in optimum locations, such
as immediately after fuel
addition or at a tee where
maximum convection
occurs.
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Heating the Manifolds
Engine systems using multipoint port
injectors have less need for heating the
intake manifold, relying on finer fuel droplets
and higher temperature around the intake
valve to assure necessary fuel evaporation.
This results in higher volumetric efficiency for
these engines.
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Heat Transfer through a Cylinder Wall
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Heat Transfer through a Cylinder Wall
q = Q / A = hg (Tg Tw )
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Reynolds Number
There are number of ways of identifying a
Reynolds number to use for comparing flow
characteristics and heat transfer in engines
of different sizes, speeds, and geometries.
Choosing the best characteristic length and
velocity is sometimes difficult.
One way of defining a Reynolds number
for engines that correlates data fairly well is:
Re = ( m a + m f ) B / ( Ap g )
where, m a = air mass flow rate into the cylinder
m f = fuel mass flow rate into the cylinder
B = bore
Ap = area of piston face
g = dynamic viscosity of gas in cylinder
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Nusselt Number
A Nusselt number for the inside of the
combustion chamber can be defined
using the Reynolds number:
Nu = hg B / k g = C1 ( Re )
c2
where,
C1 and C2 = constants
k g = thermal conductivity of cylinder gas
k g = average convective heat transfer
coefficient
The Nusselt number and convection
heat transfer coefficient on the coolant
side of the cylinder walls can be
approximated by conventional methods
of forced convection heat transfer.
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Radiation Heat Transfer
Radiation heat transfer between cylinder
gas and combustion chamber walls is:
{ }
q = Q / A = (Tg4 Tw4 ) / (1g ) / g +[1/ F12 ] + (1w ) / w
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Radiation Heat Transfer
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Radiation Heat Transfer
The solid carbon particles that are
generated in the combustion products of a CI
engine are good radiators at all wave lengths,
and radiation heat transfer to the walls in these
engines is in the range of 20-35% of the total.
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Effect of Variables on Heat Transfer
1. Engine Size: If two geometrically similar
engines of different size (displacement) are run
at the same speed keeping all other variables
(temperature, AF, fuel etc.) as close as possible,
the larger engines will have a greater absolute
heat loss but will be more thermal efficient.
2. Engine Speed: As engine speed is increased,
gas flow velocity into and out of the engine goes
up, with a resulting rise in turbulence and
convective heat transfer coefficient. This
increases heat transfer during intake and exhaust
strokes and even early part of the compression
strokes. During combustion and power strokes,
gas velocities within the cylinders are fairly
independent of engine speed.
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Effect of Variables on Heat Transfer
3. Load: As the load on an engine is increased
(going uphill, pulling a trailer), the throttle must
be further opened to keep the keep the engine
speed constant. This causes less pressure drop
across the throttle and higher pressure and
density in the intake system. Mass flow rate of air
and fuel, therefore, goes up with load at a given
engine speed. The percentage of heat loss goes
down slightly as engine load increases.
CI engines run unthrottled, and total mass flow
is almost independent of load. When speed or
load is increased and more is needed, the
amount of fuel injected is increased. This
increases the total mass flow in the latter part of
each cycle by about 5 %. Thus, convection heat
transfer coefficient within the engine is fairly
independent of load. 25
Effect of Variables on Heat Transfer
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References
1. Crouse WH, and Anglin DL, DL (1985), Automotive Engines, Tata McGraw Hill.
2. Eastop TD, and McConkey A, (1993), Applied Thermodynamics for Engg.
Technologists, Addison Wisley.
3. Fergusan CR, and Kirkpatrick AT, (2001), Internal Combustion Engines, John
Wiley & Sons.
4. Ganesan V, (2003), Internal Combustion Engines, Tata McGraw Hill.
5. Gill PW, Smith JH, and Ziurys EJ, (1959), Fundamentals of I. C. Engines, Oxford
and IBH Pub Ltd.
6. Heisler H, (1999), Vehicle and Engine Technology, Arnold Publishers.
7. Heywood JB, (1989), Internal Combustion Engine Fundamentals, McGraw Hill.
8. Heywood JB, and Sher E, (1999), The Two-Stroke Cycle Engine, Taylor & Francis.
9. Joel R, (1996), Basic Engineering Thermodynamics, Addison-Wesley.
10. Mathur ML, and Sharma RP, (1994), A Course in Internal Combustion Engines,
Dhanpat Rai & Sons, New Delhi.
11. Pulkrabek WW, (1997), Engineering Fundamentals of the I. C. Engine, Prentice Hall.
12. Rogers GFC, and Mayhew YR, YR (1992), Engineering Thermodynamics, Addison
Wisley.
13. Srinivasan S, (2001), Automotive Engines, Tata McGraw Hill.
14. Stone R, (1992), Internal Combustion Engines, The Macmillan Press Limited, London.
15. Taylor CF, (1985), The Internal-Combustion Engine in Theory and Practice, Vol. 1 & 2,
The MIT Press, Cambridge, Massachusetts.
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Web Resources
1. http://www.mne.psu.edu/simpson/courses
2. http://me.queensu.ca/courses
3. http://www.eng.fsu.edu
4. http://www.personal.utulsa.edu
5. http://www.glenroseffa.org/
6. http://www.howstuffworks.com
7. http://www.me.psu.edu
8. http://www.uic.edu/classes/me/ me429/lecture-air-cyc-web%5B1%5D.ppt
9. http://www.osti.gov/fcvt/HETE2004/Stable.pdf
10. http://www.rmi.org/sitepages/pid457.php
11. http://www.tpub.com/content/engine/14081/css
12. http://webpages.csus.edu
13. http://www.nebo.edu/misc/learning_resources/ ppt/6-12
14. http://netlogo.modelingcomplexity.org/Small_engines.ppt
15. http://www.ku.edu/~kunrotc/academics/180/Lesson%2008%20Diesel.ppt
16. http://navsci.berkeley.edu/NS10/PPT/
17. http://www.career-center.org/ secondary/powerpoint/sge-parts.ppt
18. http://mcdetflw.tecom.usmc.mil
19. http://ferl.becta.org.uk/display.cfm
20. http://www.eng.fsu.edu/ME_senior_design/2002/folder14/ccd/Combustion
21. http://www.me.udel.edu
22. http://online.physics.uiuc.edu/courses/phys140
23. http://widget.ecn.purdue.edu/~yanchen/ME200/ME200-8.ppt -
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