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2014-01-2884
Published 10/13/2014
Copyright © 2014 SAE International
doi:10.4271/2014-01-2884
saeeng.saejournals.org

Aircraft Radial Engine CFD Cooling Model

Konrad Pietrykowski and Tytus Tulwin
Lublin University of Tech.

ABSTRACT
The article presents convective heat transfer phenomenon by analytically and empirically taken data and CFD based
model analysis. 1000 hp ASz-62IR aircraft radial engine is the object of research. This engine is being continuously
operated on M18 Dromader and AN-2 aircraft. To recount heat oriented phenomena a three-dimensional CFD model was
developed that accounts circumfluent flow around cylinder and cylinder head engine surfaces. The geometry includes M18
Dromader frontal airframe elements to account their influence on cooling air flow. The simulation has been conducted as a
steady-state flow.

Geometry and setup specific swirls and backflows were observed that increase cylinder and cylinder head rear side heat
transfer coefficients.

Flow along cooling fins was analysed, connecting their heat transfer coefficient dependency. Results show that local air
velocity has big influence on heat flux passed by fin walls. Additionally fin performance has been calculated in means of
effectiveness and efficiency.

Model verification base on engine's inner walls heat transfer coefficients comparison with various empirical models that
link different engines sizes and types heat transfer trends. The following models were presented: Eichberg's, Hohenberg's,
Sitkei's. Essential physical gas parameters required by those models were calculated with aid of 0/1D engine cycle
computer simulation.

CITATION: Pietrykowski, K. and Tulwin, T., "Aircraft Radial Engine CFD Cooling Model," SAE Int. J. Engines 8(1):2015,
doi:10.4271/2014-01-2884.

INTRODUCTION In water cooled engines the cooling agent flows through

channels in engine block evenly receiving heat from cylinder
Air cooled engines are dominant on aerospace market
and cylinder head. This is influenced by beneficial cooling
emphasising the need for air-cooling analysis. Not many similar
channels distribution. The heat transfer coefficient is relatively
heat transfer studies are available in entire engine scale.
constant throughout their length because of steady flow
conditions. In air cooled engines the cooling fluid flows around
Complete elimination of water cooling system results in
surfaces being cooled unevenly, because of broad
statistically 20% less engine malfunctions, what is very
aerodynamic flow phenomena. In different locations of surfaces
favourable in aviation because of safety. Bigger temperature
being cooled the flow properties can vary diametrically. In such
difference between the coolant and the cooled surfaces cause
structures conducting the flow of the coolant in even manner is
good heat transfer in large ambient temperature range. For
limited. Changing direction, pressure and character of the flow
example in case when ambient temperature rises from 0 °C to
result in increased aerodynamic drag and flow kinetic energy
40 °C under assumption that the wall surface temperature is
loses, decreasing the flow velocity, what translates to
equal to 180 °C, in the water cooled engine temperature
decreased heat transfer coefficient.
difference will drop by 50% while in the air cooled engine it will
drop just by 22%. This happens despite much larger heat
The heat must be taken away from the system, so the engine
transfer coefficient of liquid coolant in water cooled engines
temperature doesn't raise above permitted values of given
because heat is transferred indirectly there-first from engine to
materials, and so the temperature stays in the range of good
liquid and then from liquid to air through radiator.
lubrication conditions. Otherwise excessive cylinder wear will
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Pietrykowski et al / SAE Int. J. Engines / Volume 8, Issue 1 (January 2015)

be present. Local areas of high temperature can cause engine Considering that the radial engine consists of symmetrically
knocking phenomenon negatively affecting the engine running. distributed cylinders relative to the crankshaft axis, developing
The value of temperature depends on equilibrium between the model of one cylinder sector can be justified and doesn't
heat transferred from hot combustion gases to inner walls and lead to large error. Because of that assumption the
heat transferred from outer finned surfaces to the air. Knowing computational time required for analysis time by the factor of 9.
that by forced convections the heat transfer coefficient can vary
between 50 and 500 W m^-2 K^-2, because of limited influence Table 1 presents the ASh-62IR engine specifications. In
on temperature differences it is necessary to employ finned simulation study the engine running has been conducted under
surfaces with large areas for heat transfer. take-off power conditions. In that state the engine heat transfer
is most intense. (Table 2)
The aim of this study is to analyse the effectiveness of the air
cooling system in means of heat transfer evenness and its Table 1. ASh-62IR engine specifications
intensity. To achieve this aerodynamic phenomena where
analysed that exist on engine's outer surfaces during
circumferential flow. Mathematical 3D-CFD model of engine
has been developed. The geometry consist of engine
components and frontal aircraft elements.

Case Description
The geometrical model consist of cylinder and cylinder head
with thickness defined for heat conduction numerical
calculations. Rest of the walls defined such as aircraft
elements, push rod covers, transmission cover, rocker box Table 2. Engine working conditions.
covers, exhaust and intake manifolds are set as adiabatic
walls. Those elements form the flow aerodynamic properties.

3D-CFD Model Setup

In order to recreate thermal and flow conditions in engines
cooling simulation beside the geometry proper boundary
conditions had to be set. The propeller situated in front of the
engine forces the flow of air. It's crucial to know the velocity of
air under take-off conditions in order to properly set the
boundary conditions. The velocity has been calculated using
Froude's momentum theory. Constant temperatures has been
set on inner cylinder, cylinder head and exhaust channel
surfaces (Figure 2). Cylinder head temperature come from
empirical measures in spark plug location [6]

Figure 1. CFD geometrical model composition: Thick walls

representing domain for conductive heat transfer analysis; Adiabatic
0-thickness walls are mainly for the aerodynamic flow properties
formulation.
Figure 2. Temperature boundary conditions on exhaust channel,
cylinder and cylinder head inner surfaces. Front view.
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Pietrykowski et al / SAE Int. J. Engines / Volume 8, Issue 1 (January 2015)
THEORY
Conduction and Convection
In the process of air cooling the heat is transferred from hot
combustion gases to inner cylinder surfaces, then it flows
through material by conduction according to the Fourier's law
in the temperature gradient direction. After that its again
transferred by convection from outer engine's finned surfaces
to the air. The direction and intensity of heat transfer in engine
is dependent on many variables. It's difficult and non-practical
to accurately depict designate them analytically, especially
when it comes to complicated geometries. Effectively the heat
transfer can be calculated with aid of CFD iterative methods.
Convective Heat Transfer Coefficient
Convective heat transfer coefficient is dependent on many
variables (Even 15 according to some sources [2]) making it
difficult to designate. After discounting the indirect influence of
temperature on the value of the heat transfer coefficient it can
be assumed that it is not temperature dependant.
In CFD simulation resultant heat transfer coefficient had been
assumed basing on heat flux calculations according to Eq. (1).
Because that coefficient had been calculated “backwards”,
there is an error present in that methodology as the known
heat flux is temperature gradient dependant. The biggest error
arise in areas of low heat flux values. Furthermore the validity
of the heat transfer coefficient is dempendant on reference
temperature Tg. The method of defining its value is dependent
on flow type. For engine cooling circumferential flow it can be
assumed as ambient air temperature. For inner cylinder
surfaces the reference temperature is set as an average gas
temperature.
(1)
Fins Performance
Heat flux along the length of the fin decreases the further away
from its base because the temperature gradient between fin
and air decreases. Use of oversized fins is not reasonable in
means of the heat transfer as the efficiency gets very low. Ideal
fin with efficiency value of one has constant temperature along
its length. In order to find out dependencies that depict the
efficiency of the fin, the case of infinite length tip boundary
condition fin has been analysed. The efficiency equation can
be then simplified to:
(2)
Thus its clear, that by increasing the thermal conductivity of the
fin its efficiency increases. Therefore use of materials with high
thermal conductivity like copper o aluminium is most beneficial
in means of heat transfer. For efficiency it is also advisable to
maximize fins cross-sectional are to its circumference length
ratio. However increasing that value can lead to adverse heat
flow character (decreased heat transfer coefficient) and
decreasing fin effectiveness. Therefore fin design is the matter
of compromises and optimizations based on project demands.
Increasing the fin length L decrease the fin efficiency but
increase its effectiveness. Because the effectiveness can be
presented as a function of efficiency, its growth decrease as
the length is increased as seen in eq. (3).
(3)
In case of infinite length tip BC fin the eq. (3) can be
transformed to :
(4)
Equation (2) shows that by increasing the heat transfer
coefficient the efficiency decrease. It may seem non-intuitive
but can be explained by the purpose of the fin definition - In
high heat transfer coefficient flows there is less need of finned
areas in means of heat transfer. Equation (4) shows that to
increase the fin effectiveness the circumference of cross-
section to cross-sectional area ratio need to be increased.
Thus the most effective would be dense, closely spaced thin
fins (keeping in mind that too small gap can lead to decreased
heat transfer coefficient). It can be assumed that in order to
justify using fins their effectiveness has to be greater than 2 [3]
[4].
Model Validation
The greatest advantage using the dimensional analysis is to
develop a functional form of relationships which govern a
special process mechanism. Therefore, even in an extremely
complex phenomenon, like the engine heat-transfer, it is
possible to identify a limited number of critical variables, which
are predominately responsible for the process [5]. Following
this phenomenological heat transfer models the choice of
characteristic length, characteristic velocity and relevant gas
temperature are made. The model validation is based on inner
cylinder walls heat transfer coefficient comparison of many
heat transfer models to 3D-CFD model.
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Pietrykowski et al / SAE Int. J. Engines / Volume 8, Issue 1 (January 2015)
RESULTS
Inner Wall Heat Transfer
Sitkei, Hohenberg and Eichberg models where used for
validation depicted by equations (5), (6) and (7) respectively.
They allow to define the heat transfer coefficient in function of
crank-angle (Fig. 3). Essential parameters required by those
equations had been calculated with aid of 1-dimensional
engine running simulation. [5] [7] [8]
(5)
(6)
(7)
Figure 3. Heat transfer coefficient against crank-angle for Sitkei,
Hohenberg and Eichberg models
Values of heat transfer coefficient presented above had been
time averaged in order to compare them with 3D-CFD value
that come from temperature boundary condition assumption
(Table 3).
Table 3. Time averaged heat transfer coefficient values for inner
cylinder surfaces.
Cylinder Head Fin
Cylinder head consist of fins of different shapes and sizes. Top
vertical fin has been analysed that lies in cylinders symmetry
plane. On its surface the heat transfer coefficient varies
between 0 and 500 W m^-2 K^-1 (Fig. 4a). Low HTC values
can be seen where the air flow velocity is lowest (Fig. 4c). Thus
strong influence of air velocity on HTC can be distinguished.
Figure 4. Flow and thermal parameters of engine head fin: a) surface
heat transfer coefficient; b) fin surface temperature; c) flow velocity
between neighboring fin; d) measure locations for efficiency
distribution.
The influence of HTC on heat transfer can be spotted by
analysis of fin efficiency along its length. Fig. 4d present the
lines taken for efficiency measurements along their length
according to the equation:
(8)
Qf stand for heat flux that is transferred by the fin. Qmax stands
for heat flux transferred by the fin, assuming it has same
constant temperature value along its length as its base
temperature. The values of efficiencies in locations 1 to 5
where shown in Fig. 5. Highest efficiency can be seen on the
furthest location along fins width (line number 5), and its value
doesn't drop below 60%. This means that further extending the
fin would be beneficial in means of heat transfer from cylinder
head rear areas. Such difference in efficiency come from lower
heat transfer coefficient. Lowest efficiency has been observed
in the middle distance along fins length (line number 3). The
efficiency there on the tip of the fin is about 30%.
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Figure 7. Fin efficiency and effectiveness along its length, measured at

location φ = 90 deg. Top 5th fin is considered.

The fin tip efficiency has been analysed along it's

Figure 5. Efficiencies along the fin's surface, based on locations shown
in Figure. 4d numbered 1 to 5 respectively.
Cylinder Fin
According to polar coordinate system shown on Fig. 6, the
efficiency distribution was analysed along fins length at φ = 90
deg position,
circumference (Fig. 8). The measurement has been taken
between 0 and 180 deg around cylinder axis. The lowest
efficiency exist in area of φ = 90 deg, what indicates the good
fin utilization at that point. In the region of φ = 140 deg the
efficiency reaches value as high as 80%. In this area flow
separation phenomenon exist. This causes local low air
velocity decreasing heat transfer coefficient (Fig. 6).
On the rear cylinder areas the efficiency drops to ∼20%. Such
decrease of efficiency can be explained by air flow that can be
seen on Fig. 13.

Figure 6. Flow velocity contours between top 5th and 6th fin. Polar
coordinate system marked, where φ is an angle around the cylinder's
axis.

The efficiency distribution is shown in Fig. 7. The cylinder is

made of steel. The thermal conductivity of steel is much
smaller than that of aluminium, hence the reduced fin
efficiency. The efficiency decreases along the fin's length and
Figure 8. Radial cylinder fin tip efficiency distribution.
reaches 10%. Considering that the length of the cylinder fin
(∼13 mm) is much smaller than the length of the cylinder head
fin (∼45 mm), the cylinder fin effectiveness is much smaller. Turbulence and Flow Separation
Extending those fins would result in reasonably high increase In order to visualise the flow separation phenomenon Reynolds
of heat transfer. On the other hand the cylinder fins are much number Rey has been taken into consideration. It is
thinner and more densely spaced, therefore low thermal characterized by the closest wall distance as seen in eq. (9). In
conductivity is partly compensated by high summative fin this case it authoritatively distinguishes the turbulent from
effectiveness. This can be achieved, because the lathe laminar flow areas [9] [10].
machining technology can produce thin and dense fins (steel is
also stronger than aluminium). However the cylinder head is
casted and therefore its geometry is limited by technology and
strength. (9)
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The values of Rey number are shown on iso-surfaces, that

distinguish areas of high helicity (real eigen helicity). When Rey
≥ 200 it can be assumed that flow is highly turbulent (Figure 9).
Increased air drag is the negative consequence of turbulence
flow. However there are following advantages: later flow
separation, better mixing of hot and cool air between
streamline layers increasing temperature gradient on fin's
surface, and increased HTC. Increased heat transfer
coefficient is caused by intensive particles exchange between
turbulent air layer and the outer air stream beyond the
Figure 11. Pressure distribution in flow region between top cylinder
boundary region [2].
fins, relative to the atmospheric pressure.

Rear Side Heat Transfer

When it comes to the cooling of internal combustion engines,
the problem of uneven heat flux distribution arises, especially
in the rear regions. The air velocity there is much smaller what
result in smaller heat transfer coefficient (Fig. 12). In order for
the air to reach rear areas, it passes through hot fin channels
and heats up. Smaller temperature difference result in worse
heat transfer from fins.

Figure 9. Turbulent flow regions. Isosurface regions of hight helicity

toned by Rey number.

The Rey number greatly reflects flow character between fins.

Fig. 10 shows the Rey number in same flow region between
cylinder head fins as on Fig. 4c. Turbulent flow starts to form as
soon as the air enters the gap. The line showing area of
separated flow is clearly visible. Such soon flow separation
occur because pressure forces are greater than boundary layer
viscosity forces. The relative pressure distribution is visible on
Fig. 11.
Figure 12. Heat transfer coefficient contours on cylinder and head
surfaces; Front and rear views respectively.
Interesting phenomenon of perpendicular air flow in the
cylinder's rear areas has been observed. Fig. 12 shows that
increased HTC on most rear regions can reach even 500 W
m^-2 K^-1. This is caused by the vertical flow with streamlines
flowing from cylinder base (Fig. 13).

Figure 10. Iso contours of Rey number in flow region between top
cylinder head fins.
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The heat transfer coefficient changes broadly in different

engine's finned areas. Therefore it is advisable to maximise the
local air flow velocities in channels between fins, remembering
that even in high stream velocities areas of low velocities can
be present and thus low heat transfer coefficient.

REFERENCES
1. Reissner, H., “Theory of propellers”, USA: Brown University;
1942.
2. Mackerle, J., “Air-cooled Automotive Engines”, Charles Griffin &
Co., 1972.
3. Lienhard, J.H. IV, Lienhard, J.H. V, “A Heat Transfer Textbook”,
Cambrdge, USA: Phlogiston Press, 2012.
4. Bergman, T.L., Lavine, A.S., Incropera, F.P., Dewitt, D.P.,
“Fundamentals of Heat and Mass Transfer:, USA: John Wiley &
Sons, 2011.
5. Chiodi, M., “An Innovative 3D-CFD-Approach towards Virtual
Development of Internal Combustion Engines”, Veweg+Teubner,
2011, doi:10.1007/978-3-8348-8131-1.
6. Czarnigowski, J., “Analysis of cycle-to-cycle variation and non-
uniformity of energy production: Tests of individual cylinders of
a radial piston engine”, Applied Thermal Engineering, Elsevier,
2011, doi:10.1016/j.applthermaleng.2011.02.027.
7. Torregrosa, A.J., Olmeda, P.C., Romero, C.A., “Revising Engine
Heat Transfer”, Journal of Engineering Annals of The Faculty of
Engineering, VI(3), 2008.
Figure 13. Streamlines of air that pass through rear cylinder areas
8. Wu, Y.Y., Chen, B.C., Hsieh, F.C., “Heat transfer model for small-
increasing its heat transfer coefficient. scale air-cooled spark-ignition four-stroke engines”, International
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CONCLUSIONS 9. Ansys, Help, 2013.
Fins analysis presented in article allow to acquaint with 10. Langtry, R.B., Menter, F.R., “Transition Modeling for General CFD
Applications in Aeronautics”, AIAA Aerospace sciences Meeting
phenomena and parameters values typical for the air cooled and Exhibit, Reno, 2005, doi:10.1.1.137.216.
engines. It has been noted that during the design of cooling
fins following considerations have to be focused on: ABBREVIATIONS
CFD - computational fluid dynamics;
• Use materials with high thermal conductivity in order to
BC - boundary condition;
maintain high fin efficiency and effectiveness.
• Design fins, putting pressure on minimising its thickness HTC - heat transfer coefficient;
and making them as closely spaced as possible. The Ac - cross-sectional area;
technological process and strength is a limiting factor. B - bore diameter;
• Remember to keep adequate gap between the fins, as h - heat transfer coefficient;
when it's to small the heat transfer coefficient decreases.
k - turbulent kinetic energy, thermal conductivity;
• Define the fin length, so it has reasonable effectiveness
P - instantaneous pressure, perimeter length;
compared to the mass.
T - instantaneous temperature;
It is now clear that fins design is a matter of defining many Vmp - instantaneous volume;
variables. 3D-CFD method for flow and heat transfer μ - molecular viscosity;
simulations is an effective way of fining compromises for such
ρ - density;
problems without the need of making prototypes and costly test
Q - rate of heat transfer;
In the simulations the influence of aircraft geometry has been
analysed. The cooling capabilities are strongly dependant on
surrounding geometries.

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