Development of Mathematical Model for Cooling of Internal Combustion Engines
Journal Title: American journal of Engineering Research - Year 2016, Vol 5, Issue 12
Abstract
The energy released in the combustion chamber of an internal combustion engine is dissipated in three different ways. About 35 % of the fuel energy is converted to useful crankshaft work, and about 30 % energy is expelled with the exhaust. This leaves about one-third of the total energy that must be transmitted from the enclosed cylinder through the cylinder walls and head to the surrounding atmosphere. The heat generated in the combustion chamber which is transferred to the engine body is cooled down to a reasonable temperature (that permits the continuous operation of the engine) basically for three reasons; firstly to promote a high volumetric efficiency, secondly to ensure proper combustion and thirdly to ensure mechanical operation and reliability. Non continuous cooling of the engine while in operation leads to overheating of the engine. This can affect the mechanical performances of an engine. Firstly, overheating can lead to a loss of strength. Secondly, the top piston ring groove temperature must also be limited to about 2000C if the lubrication is to remain satisfactory. Above this temperature, lubricants can degrade, leading to both a loss of lubrication, and packing of the piston ring groove with products from the decomposed oil. Finally, failure can result through thermal strain. Strain can be caused by either mechanical or thermal loading. The thermal strain is directly proportional to the temperature gradient. This has led to the development of mathematical model for cooling of spark ignition internal combustion engines. The mathematical model was simulated to estimate the thermal system response for the user specified input heat profile, Qin. The maximum heat input supplied to the system is approximately 1800 watts. This magnitude is substantially below the energy released during the actual engine combustion process. The engine, radiator, and junction node temperatures plotted against time for a series of symmetrical 10.0°C disturbances in the temperature set point. For the selected controller gains, the engine temperature displays small steady-state departures from the set point temperature of approximately 0.9°C. The junction temperature profile is very similar to the engine temperature as expected. The radiator temperature changes slightly which reflects the large thermal exhaust capabilities for this node.
Authors and Affiliations
Oke David B. 1, Sogbamowo Gbeminiyi M. 2, Okunlola Ganiyu S. 1
Keywords
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