INTERNATIONAL

International Journal ofJOURNAL OF MECHANICAL

Mechanical Engineering and TechnologyENGINEERING
(IJMET), ISSN 0976AND

6340(Print), ISSN 0976 6359(Online) Volume 3,
TECHNOLOGY (IJMET) Issue 2, May-August (2012), IAEME

ISSN 0976 6340 (Print)

ISSN 0976 6359 (Online) IJMET
Volume 3, Issue 2, May-August (2012), pp. 447-452
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ANALYSIS OF INTERNAL COMBUSTION ENGINE HEAT

TRANSFER RATE TO IMPROVE ENGINE EFFICIENCY,
SPECIFIC POWER & COMBUSTION PERFORMANCE
PREDICTION

Pratima S. Patil1, S.N.Belsare2, Dr.S.L.Borse3

1
Mechanical Department, JSPMs RSCOE, Pune University, Pune, India
2
Mechanical Department JSPMs RSCOE, Pune University, Pune, India
3
Mechanical Department JSPMs RSCOE, Pune University, Pune, India
(pratima.image@gmail.com,shrikantbelsare@gmail.com,
sachinlb@yahoo.co.uk)

ABSTRACT

This paper addresses the analysis of Internal Combustion Engine heat transfer rate at
various locations, which is very important for thermal load analysis, combustion
performance prediction & efficiency of an internal combustion engine. Specific power
and efficiency are affected by the magnitude of engine heat transfer. This paper focuses
on a substantial difference of heat flux exists for various places in the cylinder of an
engine. Numerical computation is an appropriate tool to study heat transfer in
comparison with available experimental correlations.

KeywordsSpark ignition engine, Heat flux, Thermocouples, Heat transfer, Energy

distribution

1. INTRODUCTION
The peak burned gas temperature in the cylinder of an internal combustion
engine is of order 2500 C. Maximum metal temperatures for the inside of the
combustion chamber space are limited to much lower values by a number of
considerations. These conditions lead to heat fluxes to the chamber walls that can reach
as high as 10 MW/m2 during the combustion period. However, during other parts of the
operating cycle, the heat flux is essentially zero. The flux varies substantially with
location; moving high-temperature burned gases generally experience the highest fluxes.
In regions of high heat flux, thermal stresses must be kept below levels that would cause
fatigue cracking. The gas-side surface of the cylinder wall must be kept below about
180C to prevent deterioration of the lubricating oil film. Spark plug and valves must be

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6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

kept cool to avoid knock and preignition problems, which result from overheated spark
plug electrodes or exhaust valves. Solving these engine heat-transfer problems is
obviously a major design task. Heat transfer affects engine performance, efficiency and
emissions. For a given mass of fuel within the cylinder, higher heat transfer to the
combustion chamber walls will lower the average combustion gas temperature and
pressure.

2. DESIGN OF THE PROJECT

2.1Experimental setup
One 100 c.c. four-stroke air-cooled spark-ignition engines with single cylinder were
employed for developing the heat transfer coefficient. with specifications as shown in
Table 1.
Table 1
Sr. No. Part list Specifications

1 Engine model BAJAJ/Kinetic/Hero-

Honda
2 Engine type Four-stroke, air cooled,

3 Bore X stroke 52.0 X 58.6 mm

4 Fuel system Carburetor

5 Number of valves 2

6 Displacement 100 c.c.

volume
7 Compression ratio 10.2
8 Idle speed 1800 rpm
9 Ignition type CDI
10 Spark advance 5 /1500 rpm, 26/
4500 rpm
11 Cylinder head Aluminum alloy
material
12 Combustion Hemisphere shaped
chamber

The combustion chambers of engine is hemisphere- shaped. Five thermocouples were

used to measure the temperatures of the cylinder head at specific positions, as shown in
Fig. 2.

Figure 1: Proposed inside view of the locations of thermocouples.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976
6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

Figure 2: Instrumented Cylinder Head Schematic Showing FRT Placement

Two E-type coaxial thermocouples were used to measure the instantaneous temperatures
of the inside surface of the cylinder wall near the exhaust and intake valves, respectively.
The E-type thermocouples offer measurement ranges from - 70 to +1000 C and
temperature tolerance of 1.7 C or 0.75%. Two K-type thermocouples with
temperature indicator, th3 and th4, were used to measure the steady- state temperatures
of the outside surface of the cylinder wall near the exhaust and intake valves,
respectively. Another K-type thermocouple, thsp, was used to measure the temperature
of the spark plug Tsp. The K-type thermocouples offer measurement ranges from 270
C to +1372 C and temperature tolerance of 2.2 C or 0.75%. Moreover, since the
measuring probe of E - type and K-type thermocouples are very small, the sizes are 1/32
and 1/16 inch, respectively, which can minimize the error of measured temperature. In
most heat flux calculation, the heat flux through the cylinder head wall is assumed to be
one-dimensional unsteady heat conduction. Since the unsteady heat conduction of the in
wall temperature field exists only within a very small distance from the wall surface, the
unsteady component of the temperature gradient perpendicular to the surface is usually
much larger than that parallel to the surface. Therefore, one-dimensionality is safely
assumed for the unsteady component of the surface heat flux calculation. The heat flux
at the combustion chamber can be obtained by solving the following partial differential
equation with two boundary conditions:

where, T is the temperature of the cylinder wall, which is a function of t and x; t is the
time; x is the distance from the wall surface; = k/ qc is the thermal diffusivity; k is the
thermal conductivity; and c is the specific heat.

3. CALCULATION OF ENERGY DISTRIBUTION

3.1 Energy available from the fuel

The amount of energy available for use in an engine is

W = mf QHV

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976
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where, mf = fuel flow rate into the engine

QHV = heating value of the fuel
The mass flow of fuel is limited by the mass of air that is needed to react with the fuel.
Brake thermal efficiency gives the percentage of this total energy, which is converted to
useful output at the crankshaft
(t)brake = W/ mf QHV c
where, t = thermal efficiency, c = combustion efficiency, Wb = brake power.
The rest of the energy can be divided into heat losses, parasitic loads, and what is lost in
the exhaust flow.

Power generated = Wshaft + Q exhaust + Q loss + W acc

Wshaft = brake output power off of the crankshaft

Q exhaust = energy lost in the exhaust flow
Q loss = all other energy lost to the surroundings by heat transfer.

W acc = power to run engine accessories.

Wshaft 25 40 %
Q exhaust 20 45 %
Q loss 10 30 %
W acc 5 - 10 %

Heat loss can be subdivided

Q loss = Qcoolant + Q oil + Q ambient

Qcoolant = 10 -30 %
Q oil = 5 - 15 %
Q ambient = 2 - 10 %

4. HEAT TRANSFER IN INTAKE SYSTEM

4.1 Heat transfer in intake system
The walls of the intake manifold are hotter than the flowing gases, heating them by convection
Q = h . A . (Twall Tgas)

Where, T = temperature
h = convection heat transfer coefficient
A = inside surface area of the manifold

5. HEAT TRANSFER IN COMBUSTION CHAMBERS

5.1 Heat transfer in combustion chamber
In the combustion chamber of an engine, one can discern three very different
surfaces: the cylinder liner, the fire deck and the piston. It is assumed that the piston and
the liner have a uniform temperature. The fire deck surface however consists for one
half of valves and for the other half of the cylinder head. So heat is transferred from the
gas to the cylinder head by two different paths: (1) directly from the gas to the cylinder
head (2) first from the gas to the valve plates and then through the valve seats to the
cylinder head.
Heat transfer per unit surface area will be:
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976
6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

q = Q/A = (Tg- Tc)/[(1/hg) + (x/k) (1 + hc)]

where, Tg = gas temperature in the combustion
chamber
Tc= coolant temperature
hg = convective heat transfer coefficient on the gas
side
hc = convective heat transfer coefficient on the
coolant side.
x = thickness of the combustion chamber wall
k = thermal conductivity of the cylinder wall.

5.2 Heat flux at cylinder head.

Normally, the heat flux is highest in the center of the cylinder head, in the
exhaust valve seat region, and to the center of the piston. It is lowest to the cylinder
walls. Cast-iron pistons run about 40C to 80C hotter than aluminium pistons. With
flat-topped pistons (typical of spark ignition engines) the center of the crown is hottest
and the outer edge cooler by 20 C to 50C.

Graph I: Heat outflow from various zones of piston as percentage of heat flow in, from combustion
chamber.

6. HEAT TRANSFER IN EXHAUST SYSTEM

6.1 Heat transfer in exhaust system

To calculate heat losses in an exhaust pipe, normal internal convection flow

models can be used with one major modification: Due to the pulsing cyclic flow, the
Nusselt number is about 50% higher than would be predicted for the same mass flow in
the same pipe at steady flow conditions. Heat losses from the exhaust system affect
emissions and turbo charging.
7. CONCLUSION

Under normal operating conditions, the cylinder walls of an internal combustion

engine are subjected to extremely large heat fluxes resulting from the flame
propagation processes within the chamber.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976
6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 2, May-August (2012), IAEME

For normal operating conditions, significant material wear and degradation does not
occur, however, in unusual circumstances, cylinder wear from thermal stresses can take
place.
A substantial difference of heat flux exists for various places in the cylinder of an
engine.
Maximum heat flux in each part occurs when pressure in the cylinder is maximum.
Heat flux on the intake valves is higher than other place of the cylinder.
Heat flux on the cylinder head is more than piston and it has the lowest value on the
cylinder liner.
Numerical computation is an appropriate tool to study heat transfer in comparison
with available experimental correlations.

ACKNOWLEDGEMENT

P.S.Patil, S.N.Belsare & Dr S.L.Borse would like to express our gratitude to all
those who gave me the possibility to complete this paper. We want to thank the
Department of Mechanical Engineering of RSCOE.
We are deeply indebted to our Dr. S.L.Borse, Prof. Sable, Prof. Suhas
Deshpande, Dr.Utgikar Dr.Pawar from RSCOE whose help, stimulating suggestions and
encouragement helped us in all the time of work. We would like to give our special
thanks to all who enabled us to complete this work.

REFERENCES

1. Yuh-Yih Wu, Bo-Chiuan Chen, Cheng-Ting Ke, Feng-Chi Hsieh,from Hua-Chuang, Heat
transfer model for small-scale spark-ignitionengines./International Journal of Heat and Mass
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3. Paulius V. Puzinauskas, Gary Hutcherson, Bryan D. Willson, Ignition and boost effects on
large-bore engine in-cylinder heat transfer/ Applied Thermal Engineering 23 (2003) 116.
4. Michael A. Marr, James S. Wallace1, LarryPershin, Sanjeev Chandra and Javad
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5. O.A.EZEKOYE Heat Transfer Modeling During Knock and Flame Quenching In
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Books
1. Internal Combustion Engine, John B.L Heywood.
2. Engineering Fundamentals of the Internal Combustion Engine, Willard W. Pulkrabek
3. Internal Combustion Engines, Mathur Sharma.
4. Internal Combustion Engines, V. Ganeshan.

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