HEAT TRANSFER IN THE CYLINDER OF A NEW TWO-STROKE CROSS-

SCAVENGED ENGINE

Rosli Abu Bakar, Devarajan Ramasamy, Chiew Chen Wee

Automotive Development Centre,
University Teknologi Malaysia (UTM)
Fakulti Kejuruteraan Mekanikal,
81310, Skudai Johor,
MALAYSIA
Phone: 607-5535981, Fax: 607-5566159
E-mail: rosliab@fkm.utm.my

ABSTRACT

The importance of heat transfer in design of two stroke engine is important to make sure the engine will
perform to expectation during actual working conditions. For this a prediction is done on the various heat
distribution that might occur during a normal and combustion of the engine. The finite element model was
evolved with many boundary conditions that are predicted from theoretical studies. This is to see the general
heat transfer of the engine and whether or not the engine will withstand the thermal loads occurring during
the theoretical operation. Assumptions are made by approximating temperature to the actual operating
condition of the engine. Heat transfer was modeled with conduction as the main source of heat transfer and
neglecting convection and radiation. This is because convection is based on gas heat transfer, which is
normally very small the same goes for radiation. The values are to be verified when the actual engine is
operating with correct boundary conditions. It is hoped that the engine will not come to the boundary
applied as it is assumed very high compared to actual condition. The study is a transient study with
assumption that the engine is running at 6000 rpm for 60 seconds and generating the boundary heat from
theoretical calculations.

KEYWORDS: Heat Transfer, Finite Element Analysis

1.0 INTRODUCTION

Heat transfer is a very wide field used in analysis of internal combustion engines. Heat transfer
effects parameters such as performance, emissions and also efficiency 1. It is said that for a
given mass of fuel the higher the heat transfer to the combustion wall will reduce the average
combustion pressure and temperature. This indirectly reduces the work done by the piston per
cycle and these effects the specific power. Heat transfer in spark ignition engines is needed to
determine thermal stress on material components 2. This will provide confidence to proceed the
project and make sure that the design will not fail due to thermal stresses. Mainly the engine is
not fully developed and not tested for any data. So the value of the parameters that are taken for
the thermal modeling are based on theoretical values 3. This will be validated using experiments
once the full engine is completed and further help to modify the engine in future works. In
regions of high heat flux, thermal stresses must be kept below levels that would cause fatigue
cracking (less than about 400oC for cast iron and 300oC for aluminum alloys). 7
Temperature rise of the engine parts may cause a serious durability of the engine 4. The
shape of isothermal lines and high temperature regions becomes more important in these studies.
The experimental way will find these regions but are costly and time consuming6. Analytical
methods are almost equally good for fast conformation of these regions by using finite elements.
With the information the amount of experiments can be reduced to save cost on a project. To
represent the problem of heat transfer the model of the engine with the piston was analyzed.
The temperature at the beginning of induction is that of clearance gases. Temperature in
the cylinder falls rapidly as the cool charge is inducted. The temperature then rises during
compression and is increased to a maximum by combustion process. The expansion process
later decreases the temperature and the exhaust process then rapidly drops the gases
temperature. 5

2.0 MODELING

The heat transfer model was created based on a fabricated engine that is going to be used for
research purpose. Boundary condition to the problem was modeled based on standard heat
transfer that would occur normally in a two-stroke engine at steady state 3. This model was done
with temperature distribution on the combustion area. The mesh was constructed with 527057
nodes with 333656 elements. This mesh is obtained by the software and is refined until an
average result is obtained. Figure 1 shows the model that is to be analyzed. The mesh used is
tethedral parabolic mesh element from the software as is can represent complex curves in the
model. The engine specification is included in Table 1.From theory the effects of conduction are
used. For conduction the equation used is as follows;

Qconduction = K A dT/dx (1)

where K, called the thermal conductivity, measures the ability of a material to conduct heat
and dT/dx is the temperature gradient. The units of K are W/m2.oC or (Btu/s)/in2.oF

The effect of radiation and convection is not directly included as the heat source. Instead the
overall temperature distribution inside the engine is assumed from3 where a typical engine
temperature distribution is seen. The Figure 2 shows the temperature distribution modeled.

Instantaneous heat transfer analysis can be done by inserting a thermocouple into the engine
structure 5. This will be considered when the actual working model of the engine is complete.

2.1 Solid Materials

Two types of materials used in the cylinder assembly are the Gray Cast Iron (ASTM A48) and
Die Cast Aluminum Alloy (ASTM B390). Cylinder head and liner are to be from the gray cast
iron while the cylinder block, cooling fins and other parts are to be from aluminum alloy. The
required input material properties include the thermal conductivity, density and specific heat.

2.2 Boundary Conditions

Since the cooling system of the engine uses air, convection boundary is defined on all the outer
surfaces of the engine assembly. The value is taken as 1330 W/m2K from running engine
calculation3. The engine speed used is the maximum theoretical speed which is 6000 rpm and a
transient analysis is done for 60 second the time the engine is running. This is to see the amount
of heat that is transferred during the time and does it cause a lot of displacement to the engine
components.. Many assumption are also made which is;

Cylinder Head

Head Cooling Fin

Cooling Fin

Exhaust Insert

FIGURE 1 Cylinder Block

FIGURE 2 Temperature Distribution Assumed 3

• There is no significant change in the ambient air temperature at the engine assembly
outer surfaces no heat transfer to the atmosphere.
• The convection heat transfer coefficient is the same for all surfaces.
• The thermal loads set as temperature distributed uniformly on the model surfaces.
• Temperature increase from cylinder wall friction is neglected.
• All loads are applied until the transient analysis is completed.
 TABLE 1 Engine Specifications 8
Item Specification
Engine Type 2-stroke engine
Number of cylinder 1
Displacement 150 cc
Expected speed 6000 rpm
Bore, b 6.0 cm
Stroke, s 5.3 cm
Compression Ratio, rc 9
Clearance volume, Vc 18.75 cm3
Piston area 28.2743 cm2
Inlet port area 8.4823 cm2
Outlet port area 7.0686 cm2
Delivery ratio, Rsc 1.5
Scavenging efficiency, η sc 0.776

3.0 RESULTS AND DISCUSSIONS

Due to the thermal loading given in temperatures the following contours are obtained looking at
the mid section view of the engine and also the outlet to the engine.

(10 seconds) (20 seconds) (30 seconds)

(40 seconds) (50 seconds) (60 seconds)

FIGURE 3: Temperature distribution contour of the cylinder assembly shown in sectioned view
for time interval of 10 seconds.

To show the increasing temperature in the cylinder the fin which had the maximum temperature
is seen as time is increased. The temperature is seen rising drastically and then beginning to
reach a constant level as time is increased. There is an alarming temperature increase in the
outlet and this area needs to be seen in the thermal analysis as the amount of displacement that is
caused to the part.

o
Temperature ( c) Vs Time (s) For Engine Head Temperature (oc) Vs Time (s) For Engine
Fin Outlet
250 800
700
200
600
Temperature

Temperature
150 500
400
100
300
200
50
100
0 0
0 20 40 Time 60 80 0 20 40 Time 60 80

FIGURE 4 : Graph of temperature versus time the for the head fin and outlet of engine

(10 seconds) (20 seconds) (30 seconds)

(40 seconds) (50 seconds) (60 seconds)

FIGURE 5: Temperature contour of the engine on the outlet side from time interval of 10
seconds

For the displacements we can see that the values are increasing to a constant. There are also
areas that have decrease in length but this also will reduce until a constant. Two graphs are
obtained in Figure 4 showing the expansions that occur to the cylinder head and the outlet of the
engine. These two parts are analyzed because they are the ones which give the highest
temperature to the engine. Since from elongation 9,

δ = α (∆T )l (2)
α for aluminium= 2.4e-005 /K

(10 seconds) (20 seconds) (30 seconds)

(40 seconds) (50 seconds) (60 seconds)

FIGURE 6: Displacements of the engine components due to thermal stress the figures show the
outlet of the engine as time increase by 10 seconds.

10 seconds 20 seconds 30 seconds

40 seconds 50 seconds 60 seconds

FIGURE 7: Show the displacement that is seen inside the engine through section view of the
cylinder head as time increase by 10 seconds.

The areas with high heat or in this case temperature concentration will cause more
displacements to the components affected. When seen in Figure 8 the values of the outlet and
inlet does not have very much difference even though the temperature is high so the high heat
does not effect the outlet into fatigue cracking. The elongation is almost less than 4% looking at
the deformation scale in the analysis which has a value of 1. This may be because the heat is
being dissipated a lot in this region.

Displacement (mm) Vs Time (s) For Engine Displacement (mm) Vs Time (s) For Engine
Head Fin Outlet
0.00033 0.00046
0.000325 0.00045
0.00032
0.00044
0.000315

Displacement
Displacement

0.00031 0.00043
0.000305 0.00042
0.0003 0.00041
0.000295
0.0004
0.00029
0.000285 0.00039
0.00028 0.00038
Time Time
0 20 40 60 80 0 20 40 60 80

FIGURE 8: Shows the graph of displacements for the head fin and outlet

5.0 CONCLUSION

As a technical remark the engine seem to dissipate the heat generated quite efficiently as the
value are constant in the 60 second time of the analysis. But here the time can also be increased
to give a more detailed view of the heat transfer scenario. The thermal loads cause very less
displacements to the material where we see in Figure 8 the values are almost in microns.

REFERENCE

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Of Air cooling system Applied to the two stroke engine, SAE 951798.
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SCAVENGING PROCESS IN A NEW TWO STROKE CROSS-SCAVENGED
ENGINE, International Conference In Advances In Strategic Technologies, 2003.
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