Anda di halaman 1dari 46

ENGINE HEAT TRANSFER

P M V Subbarao
Professor
Mechanical Engineering Department

Loss of Heat is encouraged only to keep engine safe.


Its a penalty on performance
Engine Cooling & Car Radiator History
Heat dissipation is probably one of the most important
considerations in engine design.
An internal combustion engine creates enough heat to destroy itself.
Without an efficient cooling system, we would not have the vehicles
we do today.
The original radiators were simple networks of round copper or
brass tubes that had water flowing through them by convection.
By the 1920s some auto manufacturers, like GM, had switched to
oval tubes because they were slightly more efficient.
Not long after that, as engines grew larger and hotter, companies
began to add fans for a constant flow of air over the radiator cores.
These more efficient cooling systems eventually added a pump to
push the water through the cooling tubes.
All in all, the car radiator is a simple and lasting technology that will
likely be around as long as we use internal combustion engines.
Engine Cylinder Cooling Systems

There are mainly two types of cooling systems :


(a) Air cooled system, and
(b) Water cooled system.
Air Cooled System
Air cooled system is generally used in small engines say up to
15-20 kW and in aero plane engines.
In this system fins or extended surfaces are provided on the
cylinder walls, cylinder head, etc.
Heat generated due to combustion in the engine cylinder will
be conducted to the fins and when the air flows over the fins,
heat will be dissipated to air.
The amount of heat dissipated to air depends upon :
(a) Amount of air flowing through the fins.
(b) Fin surface area.
(c) Thermal conductivity of metal used for fins
Finned Engine Cylinder
Geometrical Design of Finned Cylinder
Radial Conduction Equation

Define
T fin T
Radial conduction equation :

d 2 1 d 2h
0
dr 2
r dr k

The appropriate boundary conditions:


at r rb b and insulated fin tip
Radial Temperature Distribution

The equation for the temperature excess becomes


Heat Dissipation Capacity of Cylinder with Radial fins
The heat flow through a fin is given by the heat flow at the base
of a fin and can be expressed as

2h
m 2

k
The total heat flow from a fin array is the sum of heat flow from the
fin body and the heat flow from the base surface without fin and can
be written as
The temperature difference between a fin base and the
fluid (B) due to total heat flow rate at the fin base can
be expressed as
Development of Compact Finned Cylinder
The heat flow through the base is

The ideal heat flow

Fin Efficiency
Liquid Cooling System
Liquid cycle In the system
Engine liquid passageways
Liquids for Engine Cooling
Engine Warmup
As a cold engine heats up to steady-state temperature, thermal expansion
occurs in all components.
The magnitude of this expansion will be different for each component,
depending on its temperature and material.
Engine bore limits the expansion of pistons.
In cold weather, the startup time can be as high as 2030 minutes.
Some parts of the engine reach steady state much sooner and some do not.
Fairly, normal conditions may be experienced within few minutes, but it
can take as long as an hour to reach optimum fuel consumption rates.
Engines are built to operate best at steady-state conditions.
Full power and optimum fuel economy may not be realized until this
condition is reached.
Cold Startup of a SI engine.
Thermostat

The thermostat's main job is to allow the


engine to heat up quickly, and then to
keep the engine at a constant temperature.
It does this by regulating the amount of
water that goes through the radiator.
At low temperatures, the outlet to the
radiator is completely blocked -- all of the
coolantis recirculated back through the
engine.
Once the temperature of the coolant rises to between 82 - 910C, the
thermostat starts to open, allowing fluid to flow through the radiator.
By the time the coolant reaches 93 - 1030C), the thermostat is open all
the way.
Open & Closed Cooling Circuits
Ebullient cooling systems

In conventional cooling systems the water pumped into the


cylinder jacket undergoes a rise in temperature as it absorbs
heat while moving up the cylinder jacket.
This results in a non - uniform temperature profile along the
cylinder wall which produces severe distortions.
Two-phase ebullient cooling systems involve the natural
circulation of jacket water at or near the saturation
temperature.
These systems utilize the latent heat of vaporization to extract
heat at constant temperatures.
This results in a uniform wall temperature and no thermal
stresses.
The circulation can also be achieved by natural convection,
removing the need for a pump .
A higher operating temperature, along with adequate heat
dissipation, also helps in achieving more efficient
operation.
The water/ steam that needs to be circulated is also a
fraction of what would be used in conventional systems
given the high latent heat of vaporizations.
Engine Heat Losses
For many engines, the heat losses can be subdivided:

Q loss Q coolant Q oil Q ambient


General range of various heat losses are:

Type of loss Range Remarks


Cooling 10 30 % Diesel engines on
higher side
Oil 5 15% At low load higher
losses
Ambient 2 10%
Friction 10%
S I Engine Temperatures
Three of the hottest points are
around the spark plug,
the exhaust valve and port, and
the face of the piston.
Highest gas temperatures during
combustion occur around the spark
plug.
This creates a critical heat transfer
problem area.
The exhaust valve and port operate hot
because they are located in pseudo-
steady flow of hot exhaust gases.
The piston face is difficult to cool
because its is separated form the water
jacket or finned surface.
Heat Transfer in Intake Systems
Carbureted Engine: MPI Engine:

Q hATwall Tgas
Thermal Analysis of Engine Cylinder

Gas
Heat Transfer in Combustion Chambers

Q Tgas Tcoolant
q
A 1 x 1
hg k hc
Gas to Surface Heat Transfer

Heat transfer to walls is cyclic.


Gas temperature Tg in the combustion chamber varies greatly over and
engine cycle.
Coolant temperature is fairly constant.
Heat transfer from gas to walls occurs due to convection & radiation.
Convection Heat transfer:

Q conv
qconv hgc Tgas Twall
A
Radiation heat transfer between cylinder gas and combustion chamber
walls is

qrad

Qrad
hgr Tgas Twall

Tgas Twall
4 4

A 1 g 1 1 w

g F1 2 w
Cycle to Cycle Variation of Local Heat Flux:
Spatial Variation of Local Heat Flux:
Conduction Through Cylinder Liner & Innerwall

Gas

=ln(/) / (2)
Heat Transfer from Wall to Coolant

Q: The total heat transferred from gas to walls.


Q1: Heat carried off by the cooling water
Q2: Heat transferred across the cylinder block to the ambient .

=( -outercoolant)
Effect of heat load on heat transfer coefficient at
different inlet temperatures of cooling water
Effect of inlet temperature of cooling water on heat
transfer coefficient at different heat loads
Effect of heat flux on heat transfer coefficient at
different Reynolds Numbers (0.293kg/s)
6000

5000

4000 Re=30000
h(W/m2-K)

Re=33000
3000 Re=38000
Re=42000
2000 Re=44000
45000
1000

0
0 20 40 60 80 100
q (kW/m2)
Cooling of Piston
Computed Temperature of A Piston
Heat Transfer in Exhaust System
Measurement of Engine Heat Transfer
Waste Thermal Power

Exhaust Exhaust Exhaust Cooling


Baseload bsfc Flow Temperat Power(MJ Power
Capacity (kW) (kJ/kWh) ( kg/hr) ure C /hr) (MJ/hr)
100 12,660 6350 571 295.4 348.15
300 10,409 28600 504 1086.65 1192.15
800 10,297 54900 487 1951.75 2584.75
3,000 10,014 220000 364 5211.7 4610.35
5,000 9,240 304000 370 7395.55 6625.4
Waste Thermal Power

Baseload Exhaust Cooling Lube Total


Capacity bsfc Power Power System Power
(kW) (kJ/kWh) (MJ/hr) (MJ/hr) (MJ/hr) (MJ/hr)
100 12,660 295.4 348.15 0 643.55
300 10,409 1086.65 1192.15 0 2278.8
800 10,297 1951.75 2584.75 0 4536.5
3,000 10,014 5211.7 4610.35 1287.1 11109.15
5,000 9,240 7395.55 6625.4 2046.7 16067.65
Organic Substances must be selected
in accordance to the heat source
temperature level (Tcr < Tin source)

Anda mungkin juga menyukai