Research Papers: Jets, Wakes, and Impingment Cooling

Numerical Simulation of Piston Cooling With Oil Jet Impingement

[+] Author and Article Information
G. Nasif

Department of Mechanical, Automotive &
Materials Engineering,
University of Windsor,
Windsor, ON N9B 3P4, Canada
e-mail: nasifg@uwindsor.ca

R. M. Barron, R. Balachandar

Department of Mechanical, Automotive &
Materials Engineering,
University of Windsor,
Windsor, ON N9B 3P4, Canada

1Corresponding author.

Contributed by the Heat Transfer Division of ASME for publication in the JOURNAL OF HEAT TRANSFER. Manuscript received January 24, 2016; final manuscript received July 7, 2016; published online August 16, 2016. Assoc. Editor: Gongnan Xie.

J. Heat Transfer 138(12), 122201 (Aug 16, 2016) (11 pages) Paper No: HT-16-1026; doi: 10.1115/1.4034162 History: Received January 24, 2016; Revised July 07, 2016

Convective heat transfer of an impinging jet is numerically evaluated for piston cooling process. A circular jet of subcooled engine oil that impinges normally onto the inner surface of the piston for an engine operating at normal condition is considered in the study. The kω shear stress transport (SST) based on transient three-dimensional governing Navier–Stokes (Reynolds-averaged Navier–Stokes (RANS)) equations are computationally solved using a finite-volume technique. The conjugate heat transfer method is used to obtain a coupled heat transfer solution between the solid and fluid regions, to predict the heat transfer coefficient at the piston walls and then the temperature distribution in the piston. It is shown that the cooling jet can significantly decrease the piston temperature. The location of the incidence of maximum heat transfer coefficient is moved away from the impingement point as the nozzle size increases.

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Fig. 3

Piston configuration: (a) external wall and (b) inner wall

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Fig. 2

(a) Computational domain and (b) section through the cooling nozzle

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Fig. 1

Pressure and temperature profiles as functions of crank angle, extracted at cylinder /crankcase interface

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Fig. 5

Contours of radial velocity ((a) d = 2.0 mm and (b) d = 3.0 mm) and volume fraction ((c) d = 2.0 mm and (d) d = 3.0 mm) at the piston inner surface

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Fig. 4

Nusselt number profiles (Nuav−t) for the regions defined in Fig. 3, the nozzle exit velocity is 45 m/s for all three cases: (a) d = 1.0 mm, (b) d = 2.0 mm, and (c) d = 3.0 mm

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Fig. 6

Effect of jet Reynolds number (a) and parameter vf/d (b) on the stagnation region Nusselt number (Nuav−0)

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Fig. 7

The effect of the parameter vf/d onto the Nusselt number of region R1(Nuav−R1)

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Fig. 8

Effect of jet Reynolds number on the inner surface Nusselt number (Nuav−s)

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Fig. 9

The effect of the jet Reynolds number onto the piston volume average temperature

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Fig. 10

Effect of nozzle size on the piston temperature profile for a given Reynolds number (and corresponding mass flow rate): (a) piston external shell and (b) piston inner shell

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Fig. 11

Volume fraction contours at piston–fluid interface for (a) d=2.0 mm, Red = 4500 and (b) d=3.0 mm, Red = 4500

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Fig. 12

Convective heat transfer at the piston top surface



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