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Research Papers

Optimization of Annular Cylindrical and Spherical Fins in an Internal Combustion Engine Under Realistic Conditions

[+] Author and Article Information
Fernando Illán

 Universidad Politécnica de Cartagena, 30202, Cartagena, Spain

Mariano Alarcón

 Universidad de Murcia, 30071, Murcia, Spain

J. Thermal Sci. Eng. Appl 2(4), 041002 (Jan 13, 2011) (7 pages) doi:10.1115/1.4003237 History: Received September 09, 2010; Revised December 02, 2010; Published January 13, 2011; Online January 13, 2011

The heat transfer from cylinder to air of a two-stroke internal combustion finned engine has been simulated. For this purpose, a 2D model of the block and head has been done. Starting from the geometry of a real engine, annular cylindrical and spherical symmetric walls to fins has been used to obtain an equivalent simplified geometry, where the heat transfer rate is the same as that in the real engine. The cylinder body, cylinder head (both provided with fins), and piston have been numerically analyzed and optimized in order to minimize engine dimensions. The maximum temperature admissible at the hottest point of the engine has been adopted as the limiting condition. An engine temperature map has been presented as additional information. Cyclically variable inner cylinder conditions (thermodynamic, thermal, and chemical) proceed from a previous work; convective and radiative inner boundary conditions and convective external conditions have also been taken into account in this work. A network simulation model has been used as the numerical tool in the analysis presented.

Copyright © 2010 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Initial simplified geometry engine solid model

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Figure 2

3D elementary NSM cell model

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Figure 3

Elementary cylindrical and spherical cells

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Figure 4

Initial simplified geometry engine mesh

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Figure 5

Convection boundary condition model

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Figure 6

Convective surfaces in cylindrical and spherical cells

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Figure 7

Elementary fin cell models

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Figure 8

Spherical and cylindrical fin geometry

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Figure 9

Original cylinder head temperature map at t=300 s (T in K)

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Figure 10

Original cylinder body temperature map at t=300 s (T in K)

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Figure 11

Original piston temperature map at t=300 s (T in K)

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Figure 12

Reduction in engine volume versus engine aspect ratio

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Figure 13

Cylinder head temperature versus engine aspect ratio

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Figure 14

Cylinder body temperature versus engine aspect ratio

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Figure 15

Heat released as a function of crank angle, before and after the optimization process

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Figure 16

In-cylinder pressure and temperature curves for the original and the optimized engine geometry

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Figure 17

Optimized cylinder head temperature map, t=300 s (T in K)

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Figure 18

Optimized cylinder body temperature map, t=300 s (T in K)

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