Calculation of thermal conductivity for new materials used in intake systems of internal combustion engines

2017 ◽  
Author(s):  
Corneliu Birtok-Băneasă ◽  
Sorin Aurel Raţiu ◽  
Teodor Hepuţ
Keyword(s):  
Thermal Conductivity ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Combustion Engines ◽  
New Materials ◽  
Materials Used

The selection of cooling fluids for internal combustion engines operating at low temperatures

Polar Record ◽  
1955 ◽  
Vol 7 (50) ◽  
pp. 370-379
Author(s):  
E. S. Sellers
Keyword(s):  
Heat Supply ◽  
Internal Combustion Engines ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Heat Engines ◽  
The Difference ◽  
Materials Used ◽  
Lower Temperature ◽  
Selection Of

Internal combustion engines, in common with all heat engines, derive their capacity for work from a cycle of operations which comprises the supply of heat at a high temperature followed by the rejection of heat at a much lower temperature. The difference between the two quantities of heat represents the maximum amount of energy which can be converted into useful work. In the familiar piston-type internal combustion engine, the heat supply is maintained by burning a suitable fuel in air, and heat is rejected largely in the exhaust gases. With heat engines in general, it is true that the higher the temperature of the heat supply, the greater the efficiency of the engine. There are, however, limitations to the temperature at which an engine can operate. These are imposed by the properties of the materials used in its construction, and by the necessity of maintaining satisfactory lubrication in all circumstances.

scholarly journals Microstructural Changes in Suspension Plasma-Sprayed TBCs Deposited on Complex Geometry Substrates

Coatings ◽  
2020 ◽  
Vol 10 (7) ◽  
pp. 699
Author(s):  
Wellington Uczak de Goes ◽  
Nicolaie Markocsan ◽  
Mohit Gupta
Keyword(s):  
Thermal Conductivity ◽  
Thermal Properties ◽  
Thermal Spray ◽  
Internal Combustion Engines ◽  
Complex Geometry ◽  
Thermal Effusivity ◽  
Internal Combustion ◽  
Spray Angle ◽  
Combustion Engines ◽  
Spray Distance

Thermal barrier coatings (TBCs) are considered a promising solution for improving the efficiency of internal combustion engines. Among the thermal spray processes, the relatively newly developed suspension plasma spray (SPS) is an attractive candidate due to its unique microstructural features that have already demonstrated increased performance in gas turbine applications. To achieve these features, thermal spray conditions play an essential role. In specific uses, such as piston of diesel engines, parameters as spray angle and spray distance pose challenges to keep them constant during the whole spray process due to the complex geometry of the piston. To understand the effect of the spray distance and spray angle, a comprehensive investigation of the produced thermal spray microstructure on the piston geometry was conducted. Flat and complex geometry surfaces were coated using the same plasma parameters while the spray angle and distance were changed. Characterization was performed using scanning electron microscopy (SEM) combined with the image analysis technique to perceive the variation of the thickness and microstructures features such as pores, cracks, column density, and column orientation. The results showed that the changes in spray angles and spray distances due to the complex shape of the substrate have a significant influence on the microstructure and thermal properties (thermal conductivity and thermal effusivity) of the coatings. The thermal conductivity and thermal effusivity were calculated by modeling for the different regions of the piston and measured by laser flash analysis combined with modeling for the flat-surfaced coupon. It was shown that the modeling approach is an effective tool to predict the thermal properties and thus to understand the influence of the parameters on the coating properties. Connecting the observations of the work on the microstructural and thermal properties, the complex geometry’s influence on the produced coatings could be diminished by tailoring the process and generating the most desirable TBC for the internal combustion engines in future applications.

Strength of the materials used for pistons of internal-combustion engines on subjection to fatigue and thermal fatigue loading

1976 ◽  
Vol 8 (7) ◽  
pp. 747-753 ◽  
Author(s):  
V. T. Troshchenko ◽  
S. P. Sinyavskii ◽  
S. S. Gorodetskii ◽  
A. P. Gopkalo ◽  
A. K. Rusanovskii
Keyword(s):  
Thermal Fatigue ◽  
Internal Combustion Engines ◽  
Fatigue Loading ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Materials Used

scholarly journals Selected Tribological Properties of A390.0 Alloy

2017 ◽  
Vol 17 (4) ◽  
pp. 175-178 ◽  
Author(s):  
R. Wieszała ◽  
J. Piątkowski
Keyword(s):  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Operating Conditions ◽  
Combustion Engines ◽  
New Materials ◽  
Surface Distribution ◽  
Distribution Of Elements ◽  
Piston System ◽  
Pin On Disc

AbstractEmergence of new designs for internal combustion engines resulted in a necessity to search for new materials which will rise to excessive technological requirements under operating conditions of modern internal combustion engines of up to 150 kW. Focusing only on material properties, theoretically existing alloys should meet presents requirements. More importantly, existing materials are well fitted to the entire crank-piston system. Thus, there is a need for a more thorough examination of these materials. The paper presents studies on determination of coefficient of friction μ and wear for the A390.0 alloy modified with AlTi5B master alloy combined with EN GJL-350 cast iron. The characteristics of a T-11 tribological tester (pin on disc) used for the tests, as well as the methodology of the tribological tests, were described. Also, the analysis of the surface distribution of elements for the pin and the disc was presented. The studies were realized in order to find whether the analyzed alloy meets the excessive requirements for the materials intended for pistons of modern internal combustion engines. The results show that the A390.0 alloy can only be applied to a load of 1.4 MPa. Above this value was observed destructive wear, which results in the inability to use it in modern internal combustion engines.

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