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Steady-state temperature measurements were made at two locations on the back surface of the intake valves of one of the cylinders of a Saturn 1.9-L DOHC engine. The temperature locations were such that in the upstream location the thermocouple is subjected to the impingement of the fuel spray during the injection process, whereas in the downstream location the thermocouple is out of the main fuel spray. The measured intake valve temperature at the upstream location was significantly lower than that at the downstream location, which was attributed to the spray cooling effect. The intake valve temperature was found to increase with increasing load, speed and coolant temperature. As the air-fuel ratio changes the valve temperature exhibits a maximum at near stoichiometric compositions, which is attributed to convective heat transfer from the backflow of combustion gases during the valve-overlap period.

This study reports the effects of various engine operational parameters and coolant conditions on the structural temperature distribution, and on the heat rejection to the coolant and to the lubricating oil of a 16-valve 4-cylinder engine. Included are comparisons of the cooling characteristics of the aqueous solution coolant with those of 100% ethylene glycol coolant. Lastly, an empirical equation for the coolant heat rejection of this engine is presented.

A global thermal model of a vehicle powertrain is used to quantify how different engine design and powertrain calibration strategies influence the performance of a vehicle heating system. Each strategy is evaluated on its ability to improve the warm-up and heat rejection characteristics of a small-displacement, spark-ignition engine while minimizing any adverse effect on fuel consumption or emissions. An energy audit analysis shows that the two strategies having the greatest impact on heating system performance are advancing the spark and forcing the transmission to operate in a lower gear. Changes in head mass, exhaust port diameter, and coolant flow rate influence the coolant warm-up rate but have relatively little effect on steady state heat transfer at the heater core.

This study employs experimental and computational methods to investigate the thermal state of the exhaust manifold of a multi-cylinder turbocharged diesel engine operating under steady-state conditions. The local skin temperatures and surface heat fluxes varied significantly throughout the external surface of the manifold. The augmentation of the local heat flux with increasing load and engine speed may be represented solely by the increase in the fuel mass flow rate. The results of the 1D simulation are in good agreement with the measurements of the exit gas temperatures, skin temperatures, and surface heat fluxes.

This work describes an experimental investigation on the stratified combustion and engine-out emissions characteristics of a single-cylinder, spark-ignition, direct-injection, spray-guided engine employing an outward-opening injector, an optimized high-squish, bowled piston, and a variable swirl valve control. Experiments were performed using two different outward-opening injectors with 80° and 90° spray angles, each having a variable injector pintle-lift control allowing different rates of injection. The fuel consumption of the engine was found to improve with decreasing air-swirl motion, increasing spark-plug length, increasing spark energy, and decreasing effective rate of injection, but to be relatively insensitive to fuel-rail pressure in the range of 10-20 MPa. At optimal injection and ignition timings, no misfires were observed in 30,000 consecutive cycles.

The present study is an experimental investigation on the influence of engine operational parameters on the temperature history of intake valves. During the initial stage of the warm-up process, the temperature history of the intake valve followed an exponential behavior with a time constant that ranged from about 23 to 39 s for the test conditions examined. In contrast, the temperature history of the coolant varied linearly with time suggesting that the net heat input to the coolant is roughly constant during the initial stage of the engine warm-up process. After the initial transient phase that lasted about one minute, the temperature rise of the intake valve was quasi-steady. During this latter period, the measured intake valve temperature was predicted by the steady-state temperature correlation developed in an earlier study.