INTRODUCTION:

The internal combustion engine is a rich source of examples of almost every conceivable type of
heat transfer. There are a wide range of temperatures and heat fluxes in the various components of
the internal combustion engine. Internal combustion engines come in many sizes, from small
model airplane engines with a 0.25 " (6 mm) bore and stroke to large stationary engines with a 12"
(300 mm).
About 30 % of the air/fuel mixture energy is converted to work, and the remaining 70% must be
transferred from the engine to the environment. The heat transfer paths are many, and include
many different modes of heat transfer.
There are two types of coolants used to remove the heat from the engine block and head: air, and
water. With air as a coolant, the heat is removed through the use of fins attached to the cylinder
wall. With water as a coolant, the heat is removed through the use of fluid filled internal cooling
passages.

Figure 1. Liquid Coolant

Both have various advantages and disadvantages. Air systems are much noisier, since there are no
water jackets to absorb the combustion sound. Air systems use fins to increase the heat transfer
rate. An analysis of the heat transfer from a fin is performed with the Fin Performance Applet.
Water systems can freeze unless additives are used. The water cooling system is usually a single
loop where a water pump sends coolant to the engine block, and then to the head. The coolant will
then flow to a radiator or heat exchanger and back to the pump.
Why is heat transfer in engines important ?
There is a need to keep the temperatures of two critical areas below material design limits. These
areas are the piston crown and the exhaust valve.
Figure 2. Cooling System Loop

During engine warmup, a thermostatically controlled valve will recycle the coolant flow through
the engine block, bypassing the heat exchanger. As the engine heats up, the valve will open up,
and allow the coolant to flow to the radiator
 LITERATURE RIVIEW:

Mr Bovo in his thesis for Ph.D stated that heat losses are a major limiting factor for the efficiency
of internal combustion engines. Furthermore, heat transfer phenomena cause thermally induced
mechanical stresses compromising the reliability of engine components. The ability to predict heat
transfer in engines plays an important role in engine development. Today, predictions are
increasingly being done with numerical simulations at an ever earlier stage of engine development.
These methods must be based on the understanding of the principles of heat transfer.[1]

In automobile engines significant amount of heat is released to the environment. For example,
Hatazawa et al. believe that as much as 35% of the thermal energy generated from combustion in
an automotive gas engine is lost to the environment through exhaust gas and other losses which is
recoverable at least partly[2]

S Keum et al.Heat transfer is one of the major factors affecting the performance, efficiency, and
emissions of internal combustion engines. As convection heat transfer is dominant in engine heat
transfer, accurate modelling of the boundary layer heat transfer is required. In engine
computational fluid dynamics (CFD) simulations, the wall function approach has been widely used
to model the near-wall flow and temperature field. The present paper suggests a modified wall
function approach to model heat transfer in internal combustion engines. Special emphasis has
been placed on introducing the effect of variable density and variable viscosity in the model
formulation. A non-dimensional temperature corrector is suggested to incorporate the variable
density effect on the wall function approach.[3]

Gill PW et al stated that in general,heat transfer by conduction takes place through cylinder
head,cylinder wall,and piston;through the piston rings to the cylinder wall;through the engine
block and manifold.heat transfer by forced convection occur between the in-cylinder gases and
cylinder head,valves,cylinder valves and piston during the engine cycle.radiative heat transfer
occurs from the high temperature combustion gases and the flame region to the combustion
chamber wall.[4]
Engine manufacturer’s tendency to enhance performance, improve efficiency and decrease
environmental impact of internal combustion engines rises a need to study in – cylinder heat
transfer as an important issue of engine operation. Due to periodic nature of working process, the
engine parts undergo an intensive pulsatory influence of heat fluxes, causing an uneven
distribution of temperatures and local overheating. Thus, it is highly important to have a true
picture of in – cylinder heat transfer, temperature, temperature gradient and heat fluxes
distribution.[5]
In internal combustion engines, accurate heat transfer information is becoming increasingly
important with the great emphasis on engine efficiency and because of the demonstrated strong
influence of heat transfer on exhaust emissions. In addition, heat transfer is important in calculating
heat release rates and flame propagation from pressure-time data and in other engine simulation
studies. A.C. AlKIDAS provided references for Experimental heat transfer studies in diesel
engines that have been performed by a large number of investigators, such as Eichelberg 1, Sitkei
2, Annand 3, Woschni 4, LeFeuvre, et al. 5, Whitehouse 6, Flynn, et al. 7, and Dent and Suliaman
8, to name a few.[6]

REFERENCES:
[1]Principles of Heat Transfer in Internal Combustion Engines from a Modeling
standpoint,MIRKO BOVO
ISBN 978-91-7385-992-9
© MIRKO BOVO, 2014
THESIS FOR DOCTOR OF PHILOSOPY
ISSN 0346-718X
Department of Applied Mechanics
Chalmers University of Technology
SE-412 96 Gothenburg
Sweden
Telephone +46 (0)31 772 1000
[2] H. L. Talom and A. Beyene, “Heat recovery from automotive engine,”
Applied Thermal Engineering, 29 (2009) 439–444.
[3] S Keum, H Park, A Babajimopoulos, D N Assanis and D Jung. International Journal of Engine
Research 2011 12: 513 originally published online 12 September 2011.
DOI: 10.1177/1468087411410015
[4]Gill PW,Smith JH,and ziurys EJ,1959, (fundamentals of I.C engines),OXFORD and IBH Pub
Ltd.
[5] Lappeenranta, 13.03.13 0407059 Oleg Spitsov, Master’s thesis
2013
55 pages, 28 figures, 3 tables
Examiners: Andrey Mityakov, Esa Vakkilainen.
[6] A. C. Alkidas Engine Research Department, General Motors Research Laboratories, Warren,
Mich. 48090 ,MAY 1980, VOL. 102 / 193.