Heat Recocery Systems & CliP Vol. 8, No. 4, pp.

299-308, 1988

08904332/88 $3.00 + .00

Printed in Great Britain.

Pergamon Prem pk

PERFORMANCE OF SHELL-AND-DIMPLED-TUBE HEAT EXCHANGERS FOR WASTE HEAT RECOVERY V. H. MORCOS* School of Technical Education, University of Technology, P.O. Box 35010, Baghdad, lraq
(Received 16 July 1987)

Almtract--This paper presents an experimental study of waste heat recovery shell-and-tube heat exchangers. The exchanger heat duty, overall heat transfer ~ e n t , effectiveness and tubetide friction factor are investigated as functions of the tube surface geometry (plain or dimpled), the flow type (counter or parallel), the tube Reynolds number and the thelkide heat capacity rate. Water and the exhaust gases of a Diesel engine are p~___t~ed_ inside the tube and the shell, respectively. The heat transfer characteristics increase with an increase in tube Reynolds number and the shellside heat capacity rate, for all the flow types and the surface ~ examined. The counter-flow, shell-and-dimpled-tubeheat ezchangar, compared with that exchanger having a plain tube, increases the heat duty and the overall heat tmmfer coeffgient by 80%, and the heat exchanger effectivenem increases by 35%. For the parallel-flow, shell-and-dimpled-tube heat exchanger, the heat duty, the overall heat transfer coefficient and the e f f e c f i ~ increase by 30, 55, and 25%, respectively. At the tame time the dimpled tube increases the tubes/de friction factor by 600% ov~ that of the plain tube. The rate of waste heat recovered from the exhaust gases of the Diesel engine by the counter-flow, shall-end-dimpled-tube heat exchanger is equal to 10% of the maximum brake power of the engine running at 1500 rpm, and the tube Reynolds number equal to 8875.

NOMENCLATURE
A

heat tramfer mrface area [ma]

brake power of the Diesel e~Oae, equation (7) [kW]

specific heat at constant premure of exhaust gum [J (kgK)-'] specific heat at comttant premm~ of water [J (kgK)-'] imide diameter of tube [m| enhanoement ratio, equation (4) tubeside friction factor, equation (6) _o2e__]eration due to gravity [ms -a]

hf
L
LMTD

frictional head loss, equation (6) [mN N "t] exchanger heat tmafer length [m] logarithmiomean-tempamturedifferenceIg]

M, M,
N Pr q

Q Re,
t t , t2

mass flow rate of exhaust gamin [kg s-t] mass flow rate of water [kgs -I] shell~e heat capacity rate (mats flow rate times the specific heat of ~ellside fluid) [W K -t] tubeside heat capacity rate [W K-'] speed of the Diesel engine [rpm] Prandtl number heat flux per unit heat transfer surface area, equation (2) [W m-a] exchanger heat duty, equation (i) [W]

tube Reynolds number, equation (5)

tubeside inlet and outlet temperatures, respectively [K] shells/de inlet and outlet temperatura, respectively [K] brake torque on the Diesel engine shaft [J] overall heat transfer coeffgient based on the outer diameter of the tube [W (m' K)- t] water velocity in the tube Ires -t ] percentage of waste heat recovered, equation {(8) exchanger heat transfer effectiveness, equation (3) dynamic viscosityof water [kg(sm)-']

r,,r2 r~
U V %WHR

Greek syml~is

SId3$cript

refers to reference plain tube exchanger design.

*On leave from the Faculty of Engineering, Amiut University, Amiut, Egypt. 299

300

V . H . Mogcos

INTRODUCTION The shell-and-tube heat exchanger is the most widely used type of industrial heat transfer equipment. In order to carry out the thermal-hydraulic design of a shell-and-tube exchanger, pressure drop and heat transfer correlations (or tabulated data) must be available for both the tubeside and the shellside. Initially, only plain tubes were used in shell-and-tube exchangers. However, as increasing incentives for more efficient heat exchangers, considerable emphasis has been placed on the development of various augmented, or enhanced, heat transfer surfaces. The use of enhanced surfaces allows the designer to increase the heat duty for a given exchanger, to reduce the size of the exchanger for a given heat duty, to reduce the pumping power, or to reduce the approach temperature difference. Bergles and Webb [1] have defined 13 passive and active techniques to provide heat transfer augmentation. The majority of commercially interesting augmentation techniques are limited to passive techniques, which employ special surface geometries. Wire coil and twisted tap inserts have been commercially employed for some years. The heat transfer coefficient increases by up to 30-100% for wire coil inserts [2] and up to 90% for twisted tapes [3]. The flow obstructions imposed by wire coil inserts offer potential fouling and tube wall erosion problem. Twisted tapes offer higher heat transfer performance per unit of friction in laminar flow [4]. In turbulent flow, internal roughness and internal fins can provide a given enhanceanent level with smaller pressure loss than that given by wire coil and twisted tap inserts. Webb [5] presents data and design recommendations for two important internal roughness geometries. Internally finned tubes give performances comparable to that of internal roughness for moderate Prandfl numbers (Pr = 3) in turbulent water flow [6]. The heat exchanger overall heat transfer coefficient times the heat transfer surface area may be increased 35-40% for equal pumping power and total tubing length [6]. The internal fin performance is dramatically improved if the fins are provided at a helical angle [6-9]. Gee and Webb [10] have also shown that two-dimensional rib roughness applied at 45-50 helical angle is preferable to transverse rib roughness. Marner and Bergles [11] showed that internal fins yield higher performance than twisted tapes. Of the various augmentation techniques, roughness and internal fins offer the greatest performance potential per unit material, and per unit pumping power. However, high manufacturing cost and the availability of low material have limited their use [12]. Most of the previous commercial efforts have focused on the outer surface of the tube. Very little has been clone to develop tubeside enhancement, with the exception of internally finned tubes. Internal roughness offers high potential for single-phase forced convection inside tubes. Doubly augmented tubes (inside and outside enhancement) require extensive development efforts and offer high promise for advanced heat exchanger technology [12]. Marner et al. [13] give a comprehensive list of commercial augmented tubes which may be considered for use in shell-and-tube exchangers, along with a survey of the performance data which are available in the literature. Mendes and Sparrow [14] have made a perfomiance analysis comparing periodically converging-diverging tubes and conventional straight tubes using the experimentally determined heat transfer coefficients and friction factors as input. For equal mass flow rate and equal transfer surface area, there are large enhancements of the heat transfer coefficient for periodic tubes, with accompanying large pressure drops. For equal pumping power and equal transfer surface area, enhancements in the 30-60% range were encountered. Tbesc findings indicate that periodic converging-diverging tubes possess favorable enhancement characteristics. Sparrow and Chaboki [15] have performed experiments to study the fluid flow and heat transfer characteristics for turbulent airflow in a tube in which there is a decaying axisymmctric swirl. The swirl gave rise to substantial heat transfer enhancement in the initial portion of the tube. Junkhan et al. [16] have summarized an experimental study of three popular "turbulator" inserts for fire tube boilers. Two commercial turbulators, consisting of narrow, thin metal strips bent and twisted in zig-zag fashion to allow periodic contact with the tube wall, displayed 135 and 175% increases in heat transfer coefficient at a Reynolds number of 10,000. A third commercial turbulator, consisting of a twisted strip with width slightly less than tube diameter, provided a 65%

Shell-and-dimpled-tube heat exchangers

301

increase in heat transfercoeffl~nt. The fri~ti6fi ~aet0f'iiicreases accompanying these heat transfer coefficientincreases are I 110, I000, and 160%, respectively,for the same Reynolds number. W e b b and Blanco [17] have studied enhancement of heat and mass transfer between a countercurrent, gravity-drained,water film and air flowing in a verticaltube. The enhancement technique employed is one of spaced, transverse wires placed in the air boundary layer, near the air-water interface.A 3 8 % enhancement of mass transfercoefficienthas been obtained with the preferred enhancement geometry (Design I). Although performance data for a number of commercially availableenhanced tubes have been reported in the literature,additionaldata are badly needed in severalareas. In particular,data for shell-sideflow and heat transferare very limited,especiallyfor parallelflow where data are virtually nonexistent [13]. The present work aims to compare the experimental performance data of shell-and-dimpled-tube heat exchanger with that of a shell-and-plain-tubeheat exchanger. The heat exchanger performance data examined are: the heat duty, the overall heat transfer coefficient, effectiveness and tube,side friction factor. The exhaust gases of a Diesel engine is used as the hot fluid passing inside the shell and the water is used as the cold fluid passing in the tube. The comparison between the two types of these heat exchangers is studied under the conditions of counter and parallel flow. The rate of waste heat recovered from the Diesel engine exhaust gases by means of the shell-and-dimpled-tube heat exchanger is determined at a constant speed test (1500 rpm) on the Diesel engine from no load to maximum load at a certain tube Reynolds number 0(8875.
THEORETICAL ANALYSIS For a shell-and-tube heat exchanger, the heat duty (Q) may be calculated by
Q -- K, tw C ~ ( t 2 - , t , ) -~ M t ( t 2 - t,)
..-rR, C~(T~ = UALMTD.

(la)

72)

-----

M,(T~ -

7"2)

(Ib) (Ic)

The heat flux per unit area (q) transferred from the exhaust gases to the water is given by
q = Q / A = UL~ITD.

(2)

Exchanger heat transfer effectiveness(E) as defined by Singh [18] is given by

= T, - T2/T, - t,.

(3)

For purposes of description and comparison, the level of heat transfer enhancement will be measured by the "enhancement ratio", E, where
E~ = q /qp

(4a)

Eu =- U/U,

(4b)
(4c)

E~ = ~/~p. The tube (water) Reynolds number (Ret) is given by

Ret = 4 mw/p.wFID.

(5)

The dynamic viscosityof water (~) is calculatedat the arithmeticmean bulk temperature between inlet and outlet. For pipe flow calculationsthe Darcy-Weishback equation is used to get the frictionfactor (f): V2 f = hr/L 2g" (6)
The brake power developed on the engine shaft is given by
2FINTb
bP = 60000

(7)

302

V.H. MoRcos
Exho,~t

T= iJ.lwmo.t
Rotometer t~P~~te r
ShlKt and tube ~

T,

~.]Exhoust gores in

ex~r

Vo;.ve s~,~"~u p~y

Fig. l(a). Flow diagram of test loop.

200

:l=

200

.[_

L=200

=l"
I

200

Score 13, dimensiotls in mm, ~ / D O=0.60, L = IO00mm, t/L==0.20

-f----.

-t-

Section A-A
Fig. 1(b). Dimpled tube configuration and dimensions.

The percentage of waste heat recovered (% WHR), defined as the ratio of the exchanger heat duty to the brake power developed by the Diesel engine, is given by
% WHR ffi (Q/bp) 100.

(S)

EXPERIMENTAL PROGRAMME
Test apparatus

Flow diagram of test loop and dimpled tube configuration are shown in Fig. 1. The shell-and-tube heat exchanger is made of mild steel tubes (schedule number 40). The shell and tube inner diameters are 52.5. and 26.64 ram, respectively, and the outer diameters are 60.33 and 33.4 mm, respectively. The exchanger heat transfer length (L) is 1000 mm. The outside surface of the shell is well insulated using glass wool to prevent heat loss to surrounding atmosphere. The exhaust gases of the Diesel engine pass into the annulus and a water pump is used to pump the water into the tube. All the temperatures indicated on Fig. l(a), are measured by mercury thermometers having an accuracy of + 0.20%. The water mass flow rate is meuured with rotameter type SW 16.1 VEB MLW with measuring range of 0.50-12 lmin -s, and measuring accuracy of +2.5%, referring to final value of graduation concerned. The mass flow rate of the exhaust gases is the summation of the air and fuel mass flow rates. The mass flow rate of air is measured with an orifice meter type AD (60 mm diameter) mounted on the air box of the Diesel engine. The mass flow rate of the fuel is measured by counting the time required to consume a constant mass of Diesel fuel equal to 0.042 kg. Also, the mass flow rate of the exhaust gases times the specific heat (M,) is checked using equation (lb).

Shell-and-dimpled-tube heat exchangers Table I. Nomitml experinieatalonditimm I0 12.5 15 17.5 T, (C) 85 110 155 180 th. (kg min-') 0.50-12 tn(C) r 27 Flow type Counter and parallel M, (W - K-")

303

20 190

The speed and the brake torque of the Diesel engine are measured with speedometer and Froude dynamometer, respectively. The frictional head loss (hf) for the tube length (L) of 1000mm is measured with U-tube
manometer.

T h e Diesel engine specifications are: 4-stroke, 4-cylinder, in line with engine d i s p l a c e m e n t o f 1.76 1.

Data
D a t a a r e t a k e n for the p l a i n a n d d i m p l e d t u b e h e a t e x c h a n g e r s with the e x p e r i m e n t a l c o n d i t i o n s s h o w n in T a b l e 1.

Experimental results
Figures 2-7 show the measured values of q, U and ~ vs Ret for counter and parallel flows. Each figure shows the experimental results of the plain and dimpled tube heat exchangers at different

12

= / a / ~ O _

12

6_1..,------,"

&_......-----

I0 - j...-=~

)
15

I0

Ms(WK- I1

_ ~
J

15

x~ .

12.5

Cr

6 4

e~=~
I

= /
I I

Counter flow ~ain tube

I I

e~.~. e~-e
I I I

Porollei flOW plain tube

I I

Counter ftow 16 -- dimpled t u ~ , , , , . , , ~ . . . . . ~ - o " ' * ' ~ l . 5

14

Parallel flow 16 - dimpled t u b e 14 6.....J/

a~6~20_

M.IWK'tl 17.5

a /
12
,o

Ms[WK'|I 17.5

, /

12

15
8

././"
I ~ / O ~ O IO

6 4

~~ x

4 3

IO

I0

I0

Ret(x I0 3)

Ret(x IOa)

Fig. 2. Heat flux vs tube Reynolds number for counter flow. Fig. 3. Heat flux vs tube Reynolds number for parallel flow.
FIRS 8/4.--m

304
Counter flow pLoln tube I00
- - & ~

V . H . MORt..O~
12.5 // )cl4 / / / /

Pomttet

flow ptQIn tube

M= (WK-I) /e;O //

nO0

/i

//

.'

--~20

'~E
..~.. O0

60

M, (WK " )
I I I I l
M, (WK- 0) Counter flow dlmpted tube

60

I
140 Pomttet ftow dlml~ld tube

I
M, (WK -~ )

140 -

17.5
120 -

,,,

120

e"""

"\

A20

IO0

O0

~__~,e -

nO
I 4 I 6 I 8 I I0

60
0

I
2

I
4

I
6

I
8

I
I0

60 0

l
2

Re~(x IO s)

Re t (x I0 5 )

Fig. 4. Overall heat transfer coefficient vs tube Reynolds

number for counter flow.

Fig. 5. Overall heat transfer coefficient vs tube Reynolds

number for parallel flow.

M,. Figures 8 and 9 show the enhancement ratio E for the data of Figs 2-7 for counter and parallel flow, respectively. Figure 10 shows the tubeside friction factor f vs Ret for the plain and dimpled tubes, under isothermal conditions of water flow as stated in [13]. Figure 11 shows the heat duty and % WHR of the shell-and-dimpled-tube, counter-flow heat exchanger vs bp at a constant speed of 1500 rpm and an Ret of 8875.
DISCUSSION

Figures 2 and 3 show that the heat flux of the heat exchanger increases with the increase of Ret and M,. For the same Ret and M, the heat flux of the dimpled tube heat exchanger is greater than

0.8 Counter flow ptoln tube 0.6 / m m /

IP.~

O~ Paraaet ftow l)~In tube

(16

Ms {WK "u ) / O l O

~x14

a/
e / an~
I ~

ao12.~,

0.4 M, IWK l }

0.4

o~

I
0.8 Count~ftow dlmpted rude

I
0.8 M, (WK "l )

~ fLOW dlmpLed

M~(WK_I)

./1-~-e\ ~ e~ e"'""e" ~

I.....--.-.- i 0.6

om

(16 o/

1o
IU

0.4

I
0 2

0.4

I
4

L
6 Ret(x 10 5)

I
8

I
I0 0

I
2

I
4

I
6 Re,( x 103 )

1
8

1
I0

Fig. 6. Exchanger heat transfer effectiveness vs tube

Reynolds number for counter flow.

Fig. 7. Exchanger heat transfer effectiveness vs tube

Reynolds number for parallel flow.

Shell-and-dimpled-tube heat

exch~Beni

305

1.4 -_~x.~ ~ ~ ~ 1.2

,,,

x"X~X~x~x -/

.ff

x ",,,.

W~I

"

ID
o.o o I 2

M,: 17.SWK "

I 4 I e I , ,o J o

M, :20WK "l
I 2 I 4 J I , io

Tube ~

number, Ret (x I0 3)

Fig. 8. Enhancement ratio vs tube Reynolds number for counter flow, and Pr : 5.5. ( 0 F~, O F~,

xE,).

that of the plain tube heat exchanger for both counter and parallel flow. Figure 8 shows that the enhancement ratio Eq for the counter flow heat exchanger is a maximum at Re, = 4000-6000, and its value in the range from 1.2 to 1.75 for the range of M, examined. Figure 9 shows that the enhancement ratio Eq for the parallel-flow heat exchanger is a maximum at Ret = 6000-8000,

1.6
1.4

I.LI 1.2 1.0

u

.,o~o~"-'"~
Ms=: IOWK "1

M,: 12.5WKl ~ (
I 1 I I I I

0.8

1.1.1 1.4

I --

MIclSWK'*

-- Mt mlT.SWK"1
_

e. e~ e...., r---" '~. e

~.~_.~....~_.~,-~

I.o

I0

I0

Tube Reyno~ Fig. 9. F--nhanc~rnent ratio vs tube Reynolds

number, Ret (xlO ~) number for parallel flow, and Pr == 5.5. ( 0 ~ , C ) ~ ,

and x E,).

306
0.40

V.H.

MoRcos

Pr=5~ 0.32 f/fp 0.24 .Jl,~ Dimmed tube .E 0.16

--

6
,,.=

0.08 P~ln tube

.... 0.,

I , 2

I 4

I 6 Retlx I s)

i 8

I I0

o 12

Fig. 10. Tube side friction factor vs Ret.

and its value ranges from 1.05 to 1.30 for the range of M, examined. Comparing Figs 8 and 9 for the same M, shows that the enhancement ratio Eq of the counter flow heat exchanger is 8--64% greater than that of the parallel-flow heat exchan#r. Figures 4 and 5 show that the overall heat transfer coefficient increases with the increase of Ret, and it decreases as M, increases from 10 to 12.5 W K -~ as shown by the dashed line curves, then it increases with the increase of M, from 15 to 20 W K- '. For the same Re, and M, the overall heat transfer coefficient of the dimpled-tube heat exchanger is greater than that of the plain-tube heat exchanger for both counter and parallel flow. Figure 8 shows that the enhancement ratio E, for the counter-flow heat exchanger is in the range of 1.37-1.82, while for the parallel-flow heat exchanger (Fig. 9), the enhancement ratio E, = 1.20-1.55. Comparison of Figs 8 and 9 shows that the enhancement ratio E, of the counter-flow heat exchanger is 20-37% greater than that of the parallel-flow heat exchanger at the same M,. Figures 6 and 7 show that the heat exchanger effectiveness increases with increase in Re, and decreases with increase in M, due to increase in 7"1. For the same Ret and M, the effectiveness of the dimpled-tube heat exchanger is greater than that of the plain-tube heat exchanger for both counter and parallel flow. Figure 8 shows that, for the counter-flow heat exchanger, the enhancement ratio E~ = 1.22-1.35, while for the parallel-flow heat exchanger (Fig. 9), the enhancement ratio Ec = 1.1-1.25.

IOO Rot=8875 Countor flow

i.oo

~ _

6o

o.~
o

40

0.40

20

~ o.,~._._

14fHR(%)

020

I
0 2

I
4

I
6

I
0

I
i0 12

Broke power, bp ( k W ) Fig. I I. Waste heat recovered by the shell-and-dimpled-tube heat exchanger vs brake power.

Shell-and-dimpled-tube heat exchangers

307

Figure 10 shows that the friction factor o f the dimpled tube side is approximately 300-600% greater than that of the plain tube for the range o f Re, examined. As Pet increases, the ratio o f f / f p increases and tends to be constant at 700%. Also, it should be noted in Fig. 10 that the frictional transition from laminar to turbulent flow is typically much smoother with a dimpled tube than with a plain tube. Figure 11 shows that, for a constant speed of 1500 rpm and constant Ret o f 8875, the heat duty of the dimpled-tube heat exchanger increases with increase in brake power from no load to maximum load. The percentage o f waste heat recovered by the counter-flow, shell-and-dimpledtube heat exchanger is about 10% at the maximum power limit o f the Diesel engine. CONCLUSIONS The research described here constitutes a comprehensive study o f the heat transfer and fluid flow characteristics o f shell-and-tube heat exchangers used for waste heat recovery. During the course o f the work, four parameters have systematically been varied, including the tube surface geometry (plain or dimpled), the flow type (counter or parallel), the shellside heat capacity rate ( M , , W K - i ) , and the tube Reynolds number. The investigation has shown the following conclusions. 1. The heat transfer characteristics improve greatly with increase in tube Reynolds number and the shellside heat capacity rate. 2. The counter-flow, shell-and-dimpled-tube heat exchanger, compared to that which has a plain tube, enhances the heat flux, the overall heat transfer coefficient and the exchanger heat transfer effectiveness by 75, 82 and 35%, respectively. 3. The parallel-flow, shell-and-dimpled-tube heat exchanger, compared to that which has a plain tube, enhances the heat flux, the overall heat transfer coefficient and the exchanger heat transfer effectiveness by 30, 55 and 25%, respectively. 4. The enhancement o f the heat transfer characteristics o f the dimpled tube is at the expense o f the tubeside friction factor. The dimpled tubeside friction factor is 600% greater than that o f the plain tube at the same Re,. 5. The heat duty o f the counter-flow, shell-and-dimpled-tube heat exchanger is equal to 10% o f the maximum power developed by the Diesel engine at constant speed o f 1500 rpm and Ret o f 8875. REFERENCES 1. A. E. Bargles and R. L. Webb, Energy conservation via heat transfer enhancement, Energy 4, 193-200 (1979). 2. P. Kumar and R. L. Judd, Heat transfer with coiledwire turbulence promoters, Can. J. chem. Engng& 378-383 (1970). 3. R. F. Lopina and A. E. Bergles, Heat transfer in tape generated swirl flow of single-phase water, J. Heat Transfer 91, 434-442 (1969). 4. S. W. Hong and A. E. Bargles, Augmentationof laminar flow heat transfer in tubes by means of twisted-tape, J. Heat Transfer 98, 251-256 (1976). 5. R. L. Webb, Toward a common understanding of the performanceand selectionof roughness for forced convection, in A Festschrift for E. R. G. Eckert (edited by J. P. Hartnett, T. F. Irvine Jr., E. Pfender and E. M. Sparrow). Hemisphere, Washington, D.C. (1979). 6. R. L. Webb and M. J. Scott, A parametric analysis of the performance of internally finned tubes for heat exchanger application, J. Heat Transfer 102, 38--43 (1980). 7. R. L. Webb and E. R. G. Eckert, Applicationof rough surfacesto heat exchangerdesign, Int. J. Heat and Mass Transfer 15, 1647-1658 (1972). 8. G. W. Fenner and E. Rasi, Enhanced tube inner surface heat transfer deviceand method, US Patent 4, 154, 293, (15 May 1979). 9. T. C. Carnavos, Heat transfer performanceof internally finned tubes in turbulent flow, in Advances in Enhanced Heat Transfer (edited by J. M. Chenoweth, J. Kaellis, J. Michel and S. Shenkman), pp. 61-68. ASME, New York (1979). 10. D. L. Gee and R. L. Webb, Forced convection heat transfer in helicallyrib-roughened tubes, Int. J. Heat and Mass Transfer 23, 1127-1136 (1980). 11. W. J. Marncr and A. E. lk'rgles, Augmentation of tube-side laminar flow heat transfer by means of twisted tape inserts, static mixers inserts, and internally finned tubes, J. Heat Transfer 2, 583-588 (1978). 12. R. L. Webb, special surface geometriesfor heat transfer augmentation, in Developments in Heat Exchanger Technology (edited by I. D. Chisholm), Chapter 7, pp. 179-215. Applied Science Publishers. Barking, Essex (1980). 13. W. J. Marner et al., On the presentation of performancedata for enhanced tubes used in shell-and-tubeheat exchange~, J. Heat Transfer 105, 358-365 (1983). 14. P. Souza Mendes and E. M. Sparrow, Periodically converging--divergingtubes and their turbulent heat transfer, pressure drop, fluid flow, and enhancement characteristics, J. Heat. Transfer 106, 55-63 (1984).

308

V . H . MORCOS

15. E. M. Sparrow and A. Chaboki, Swirl-affected turbulent fluid flow and heat transfer in a circular tube, J. Heat Transfer 106, pp. 766-773 (1984). 16. G. H. Junkhan et al., Investigation of turbuiators for fire tube boilers, J. Heat Tran.vfer 107, 354-360 (1985). 17. R. L. Webb and H. Percz-Blanco, Enhancement of combined heat and mass transfer in a vertical tube heat and mass exchanger, J. Heat. Transfer 108, 70-75 (1986). 18. P. Singh, Some fundamental relationships for tubular heat exchanger thermal performance, J. Heat Transfer 103, 573-578 (1981).