A Model to Predict the Influence of Inconsistencies in Thermal Barrier Coating (TBC) Thicknesses in Pistons of IC Engines
CFD Modeling; LHR engines; performance; Thermal Barrier Coatings (TBC); thickness deficiency
LHR (Low heat Rejection) engines comprise of components that are modified with ceramic Thermal Barrier Coatings (TBC) to derive improvements in performance, fuel efficiency, combustion characteristics and life. In addition to engine parameters, the ability of TBCs (250 - 300?m thick) to function favorably depends on materials technology related factors such as surface-connected porosity, coating surface roughness, uniformity and consistency in coating thickness [1]. Right since the nineties, emphasis has been placed on the complexity of piston contours from a coating processing standpoint because the piston bowl geometry although appears simple, is actually quite complex. Robotic plasma gun manipulation programs have been developed to obtain uniform coating properties and thicknesses which are highly classified information. Thicker coatings offer better thermal insulation characteristics but in thickness deficient regions, TBCs may be as thin as ?30 microns. Applied via the 'line of sight' process, in the Atmospheric Plasma Spray System the coating thickness does not get developed adequately if the components comprise of contours with shadow regions. Thus the coating quality of a LHR engine heavily depends upon the shape of the engine components. This affects the barrier effects offered by the TBC and is reflected via generation of unwanted thermal gradients in the combustion chamber and on the external piston walls that adversely influence the engine performance. Extensive diesel engine cycle simulation and finite-element analysis of the coatings have been conducted to understand their effects on (a) diesel engine performance and (b) stress state in the coating and underlying metal substructure. Research work presented here involves the need and developmental efforts made via Computational Fluid Dynamics (CFD) to generate a model via ANSYS - Fluent simulation software that predicts the temperature gradient across TBCs of various ceramics and coating thicknesses. The geometric model was developed using the dimensions obtained using a CMM (Coordinate Measuring Machine) in Solidworks and the mesh was developed in Altair Hypermesh. The generated mesh consists of 221938 elements. Interfaces were created between the piston-bond coat-top coat surfaces. The Ansys-FLUENT CFD code solves the energy equation to find out the temperature drop in the piston for different combustion temperatures. Although most of the cavities presented are not rectangular, incompressible and steady laminar flow was assumed. The Semi-Implicit Method for Pressure-linked Equations (SIMPLE) was used to model the interaction between pressure and velocity. The energy variables were solved using the second order upwind scheme. In addition, the CFD program uses the Standard scheme to find the pressure values at the cell faces. Convergence was determined by checking the scaled residuals and ensuring that they were less than 10-6 for all variables. Two cases with combustion temperatures varying between 700 and 800 K were developed in Ansys FLUENT, wherein the thickness was deficient in the 'shadow' region. The model was validated via experimentation involving thermal shock cycle tests in prototype burner rig facility and measuring the temperature drop across the TBC as well. Non uniform coatings, leading to non-uniform drop in temperature across the thickness are most likely to affect the lubrication system of the engine and therefore the performance. Substantial efforts must be directed towards development of consistent and uniformly thick coatings for optimum performance of the LHR engine. 2017 Elsevier Ltd. All rights reserved.
Ramaswamy P.; Shankar V.; Reghu V.R.; Mathew N.; Manoj Kumar S.
Materials Today: Proceedings, Vol-5, No. 5, pp. 12623-12631.
https://doi.org/10.1016/j.matpr.2018.02.245 https://www.scopus.com/inward/record.uri?eid=2-s2.0-85050096037&doi=10.1016%2fj.matpr.2018.02.245&partnerID=40&md5=30b4b11b6f9ab40d8b02e98d6dc35a62
Ramaswamy P., Surface Engineering Laboratory, Department of Mechanical Engineering, Faculty of Engineering, Christ University, Bengaluru, 560 074, India; Shankar V., Surface Engineering Laboratory, Department of Mechanical Engineering, Faculty of Engineering, Christ University, Bengaluru, 560 074, India; Reghu V.R., Surface Engineering Laboratory, Department of Mechanical Engineering, Faculty of Engineering, Christ University, Bengaluru, 560 074, India; Mathew N., Mechwell Industries Limited, Bangalore, 560 074, India; Manoj Kumar S., Mechwell Industries Limited, Bangalore, 560 074, India