Professional Documents
Culture Documents
A Project work
Submitted in partial fulfillment of the requirements for the award of the degree of
Bachelor of Technology
In
Mechanical Engineering
Submitted by
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CERTIFICATE
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DECLARATION
Andhra Pradesh, is the result of work done by us under the guidance of Mr. K.SIVA
KRISHNA M.Tech.
The work is original and has not been submitted for any
Signature
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ACKNOWLEDGEMENT
It is our bonded duty to acknowledge our gratefulness to the people Who helped
us directly or indirectly to do the project.
We are thankful to our project guide Mr. K. SIVA KRISHNA M.Tech., Assistant
professor of Mechanical Engineering for his valuable suggestion in successful
completion of our project.
We are very grateful to our principal Dr. K. PHANEENDRA KUMAR, for providing
us required infrastructural facilities and creating a good environment which leads
to the competition of our project successfully
PROJECT ASSOCIATES
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ABSTRACT
For a number of years, this component has suffered from the little attention with
very little changing in its manufacturing cost, operation and geometry. As opposed
to the old tubular heat exchangers currently form the backbone of today’s process
industry with their advanced performance reading levels tubular heat exchanges
can only dream of. In this thesis, we perform first solid modeling of the Radiator in
creo and then this solid model is transferred to the ANSYS Workbench mesh
module for meshing. After completing meshing, this meshed model is transferred
to ANSYS CFD for CFD Analysis. Once CFD Analysis is complied with ANSYS CFD. Our
Aim is to examine how the efficiency of the radiator can be enhanced by changing
Composition percentage, Tube Diameter etc. After completing all the above
performance.
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1. INTRODUCTION
There are two main types of cooling system for keeping the temperature of the
automobile engine within the reasonable limits. These are the direct cooling or Air
Cooling and the indirect Air or Water cooling systems. The indirect air cooling is
called Water cooling system. In indirect cooling, as the coolant flows through the
tubes of the radiator, heat is transferred through the Fins and tube walls to the air
by conduction and convection.
1.1 RADIATOR
A radiator is a type of heat exchanger. It is designed to transfer heat from the hot
coolant that flows through it to the air blown through it by the fan. Most modern
cars use aluminum radiators. These radiators are made by brazing thin aluminum
fins to flattened aluminum tubes. The coolant flows from the inlet to the outlet
through many tubes mounted in a parallel arrangement. The fins conduct the heat
from the tubes and transfer it to the air flowing through the radiator. The tubes
sometimes have a type of fin inserted into them called a turbulator, which increases
the turbulence of the fluid flowing through the tubes. If the fluid flows very
smoothly through the tubes, only the fluid actually touching the tubes would be
cooled directly. The amount of heat transferred to the tubes from the fluid running
through them depends on the difference in temperature between the tube and the
fluid touching it. So if the fluid that is in contact with the tube cools down quickly,
less heat will be transferred. By creating turbulence inside the tube, all of the fluid
mixes together, keeping the temperature of the fluid touching the tubes up so that
more heat can be extracted, and all of the fluid inside the tube is used effectively.
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1.2 PARTS OF THE RADIATOR
1.2.1 RADIATOR HOSES
1.2.2 PRESSURE CAP & RESERVE TANK
1.2.3 RADIATOR CORE
1.2.4 RADIATOR COOLING FAN
1.2.5 COOLING FINS
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1.2.2 PRESSURE CAP & RESERVE TANK
As coolant gets hot, it expands. Since the cooling system is sealed, this
expansion causes an increase in pressure in the cooling system, which is normal
and part of the design. When coolant is under pressure, the temperature where
the liquid begins to boil is considerably higher. This pressure, coupled with the
higher boiling point of ethylene glycol, allows the coolant to safely reach
temperatures in excess of 250 degrees.
The radiator pressure cap is a simple device that will maintain pressure in the
cooling system up to a certain point. If the pressure builds up higher than the set
pressure point, there is a spring loaded valve, calibrated to the correct Pounds per
Square Inch (psi), to release the pressure.
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translucent reserve tank should be up to the Full-Hot line. After the engine has
been sitting for several hours and is cold to the touch, the coolant should be at the
Full-Cold line.
The hot coolant is also used to provide heat to the interior of the vehicle
when needed. This is a simple and straight forward system that includes a heater
core, which looks like a small version of a radiator, connected to the cooling system
with a pair of rubber hoses. One hose brings hot coolant from the water pump to
the heater core and the other hose returns the coolant to the top of the
engine. There is usually a heater control valve in one of the hoses to block the flow
of coolant into the heater core when maximum air conditioning is called for.
Mounted on the back of the radiator on the side closest to the engine is
one or two electric fans inside a housing that is designed to protect fingers and to
direct the air flow. These fans
are there to keep the air flow
going through the radiator
while the vehicle is going slow
or is stopped with the engine
running. If these fans stopped
working, every time you came to a stop, the engine temperature would begin
rising. On older systems, the fan was connected to the front of the water pump
and would spin whenever the engine was running because it was driven by a fan
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belt instead of an electric motor. In these cases, if a driver would notice the engine
begin to run hot in stop and go driving, the driver might put the car in neutral and
rev the engine to turn the fan faster which helped cool the engine. Racing the
engine on a car with a malfunctioning electric fan would only make things worse
because you are producing more heat in the radiator with no fan to cool it off.
The electric fans are controlled by the vehicle's computer. A temperature sensor
monitors engine temperature and sends this information to the computer. The
computer determines if the fan should be turned on and actuates the fan relay if
additional air flow through the radiator is necessary.
If the car has air conditioning, there is an additional radiator mounted in front of
the normal radiator. This "radiator" is called the air conditioner condenser, which
also needs to be cooled by the air flow entering the engine compartment. You can
find out more about the air conditioning condenser by going to our article on
Automotive Air Conditioning. As long as the air conditioning is turned on, the
system will keep the fan running, even if the engine is not running hot. This is
because if there is no air flow through the air conditioning condenser, the air
conditioner will not be able to cool the air entering the interior
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surface area of the object increases the heat transfer. Sometimes it is not
economical or it is not feasible to change the first two options. Adding a fin to the
object, however, increases the surface area and can sometimes be economical
solution to heat transfer problems. Circumferential fins around the cylinder of a
motor cycle engine and fins attached to condenser tubes of a refrigerator are a few
familiar examples.
The pump sends the fluid into the engine block, where it makes its way through
passages in the engine around the cylinders. Then it returns through the cylinder
head of the engine. The thermostat is located where the fluid leaves the engine.
The plumbing around the thermostat sends the fluid back to the pump directly if
the thermostat is closed. If it is open, the fluid goes through the radiator first and
then back to the pump.
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There is also a separate circuit for the heating system. This circuit takes fluid from
the cylinder head and passes it through a heater core and then back to the pump.
On cars with automatic transmissions, there is normally also a separate circuit for
cooling the transmission fluid built into the radiator. The oil from the transmission
is pumped by the transmission through a second heat exchanger inside the
radiator, as shown in fig.1.3
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1.5 AUTOMOTIVE USE OF ANTIFREEZE
The term engine coolant is widely used in the automotive industry, which
covers its primary function of convective heat transfer. When used in an
automotive context, corrosion inhibitors are also added to help protect vehicles’
cooling systems, which often contain a range of electrochemically incompatible
metals (aluminum, cast iron, copper, lead solder, etc). Antifreeze was developed to
overcome the shortcomings of water as a heat transfer fluid. In most engines,
freeze plugs are placed in the engine block which could protect the engine if no
antifreeze was in the cooling system or if the ambient temperature dropped below
the freezing point of the antifreeze. If the engine coolant gets too hot, it might boil
while inside the engine, causing voids (pockets of steam) leading to the
catastrophic failure of the engine. Using proper engine coolant and a pressurized
coolant system can help alleviate both problems. Some antifreeze can prevent
freezing till - 870C.
1.6.1 METHANOL
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alcohol. It is not very popular for machinery, but it can be found in automotive
windshield washer fluid, de-icers, and gasoline additives to name a few.
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in homes, as well as numerous other settings. It is also used in food, medicines, and
cosmetics, often as a binding agent. Propylene glycol is fig. 4 is “generally
recognized as safe” by the Food and Drug Administration (FDA) for use in food.
However, propylene glycol-based antifreeze should not be considered safe for
consumption. In the event of accidental ingestion, emergency medical services
should be contacted immediately.
Engine antifreeze and additive mixture for automobile radiator are meant
to
In large diesel engines, air or tiny bubbles in the coolant can cause
serious problems or engine overheating. So, for a diesel vehicle, it is highly
recommended that a cavitation reducing engine coolant must be used.
The more acidic an engine coolant, the more quickly it can corrode
and damage the cooling system and automobile radiator.
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1.7.4 Raise the boiling point of the engine coolant
A higher boiling temperature means that the coolant can cool better
as the engine gets hotter. It also reduces the chance of blowing a head gasket.
1.8 MATERIALS
Up to the 1980s, radiator cores were often made of copper (for fins)
and brass (for tubes, headers, and side-plates, while tanks could also be made
of brass or of plastic, often a polyamide). Starting in the 1970s, use
of aluminium increased, eventually taking over the vast majority of vehicular
radiator applications. The main inducements for aluminium are reduced weight
and cost. However, the superior cooling properties of Copper-Brass over
Aluminium makes it preferential for high performance vehicles or stationary
applications. In particular MW-class installations, copper-brass constructions are
still dominant (See: Copper in heat exchangers). CuproBraze is a copper-alloy heat
exchangertechnology for harsh temperature and pressure environments such as
those in the latest generations of cleaner diesel engines mandated
by environmental regulations.[3][4] Its performance advantages over radiators made
with other materials include better thermal performance, heat transfer, size,
strength, durability, emissions, corrosion resistance, repairability, and
antimicrobial benefits.
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1.8.1 ALUMINIUM PROPERITIES
1.8.1.1 Weight
1.8.1.2 Strength
Aluminium alloys commonly have tensile strengths of between 70 and 700 MPa.
The range for alloys used in extrusion is 150 – 300 MPa. Unlike most steel grades,
aluminium does not become brittle at low temperatures. Instead, its strength
increases. At high temperatures, aluminium’s strength decreases. At temperatures
continuously above 100°C, strength is affected to the extent that the weakening
must be taken into account.
Compared with other metals, aluminium has a relatively large coefficient of linear
expansion. This has to be taken into account in some designs.
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1.8.1.5 Formability
Aluminium’s superior malleability is essential for extrusion. With the metal either
hot or cold, this property is also exploited in the rolling of strips and foils, as well as
in bending and other forming operations.
1.8.1.7 Joining
Features facilitating easy jointing are often incorporated into profile design. Fusion
welding, Friction Stir Welding, bonding and taping are also used for joining.
1.8.1.8 Reflectivity
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1.8.1.10 Corrosion resistance
Aluminium reacts with the oxygen in the air to form an extremely thin layer of
oxide. Though it is only some hundredths of a (my)m thick (1 (my)m is one
thousandth of a millimetre), this layer is dense and provides excellent corrosion
protection. The layer is self-repairing if damaged.
Anodising increases the thickness of the oxide layer and thus improves the strength
of the natural corrosion protection. Where aluminium is used outdoors,
thicknesses of between 15 and 25 ¥ìm (depending on wear and risk of corrosion)
are common.
1.9 ASSUMPTIONS
a) Velocity and temperature at the entrance of the radiator core on both air and
coolant sides are uniform.
c) Fluid flow rate is uniformly distributed through the core in each pass on each
fluid side. No stratification, flow bypassing, or flow leakages occur in any stream.
The flow condition is characterized by the bulk speed at any cross section.
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d) The temperature of each fluid is uniform over every flow cross section, so that a
single bulk temperature applies to each stream at a given cross section.
e) The heat transfer coefficient between the fluid and tube material is uniform over
the inner and outside tube surface for a constant fluid mass flow rate.
f) For the extended fin of the radiator, the surface effectiveness is considered
uniform and constant.
h) Both the inner dimension and the outer dimension of the tube are assumed
constant.
i) The thermal conductivity of the tube material is constant in the axial direction.
k) There is no heat loss or gain external to the radiator and no axial heat conduction
in the radiator. l) Thermal conduction parallel to the flow direction of both the wall
and the fluids are equal to zero.
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2. LITERATURE
Chacko et al. (2005) used the concept that the efficiency of the vehicle
cooling system strongly rely on the air flow towards the radiator core. A
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clear understanding of the flow pattern inside the radiator cover is
required for optimizing the radiator cover shape to increase the flow
toward the radiator core, thereby improving the thermal efficiency of the
radiator. CFD analysis of the baseline design that was validated against
test data showed that indispensable area of re-circulating flow to be
inside the radiator cover. This recirculation reduced the flow towards the
radiator core, leading to a reputation of hot air pockets close to the
radiator surface and subsequent disgrace of radiator thermal efficiency.
The CFD make able optimization led to radiator cover configuration that
eliminated these recirculation area and increased the flow towards the
radiator core by 34%. It is anticipated that this increase in radiator core
flow would important to increase the radiator thermal efficiency.
Kumawat et al. (2014) illustrated about the axial flow fans, while
incapable of increasing high pressures, they are well relevant for
handling large volumes of air at comparatively low pressures. In general,
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they are low in cost, possess good efficiency and can have blades of
airfoil shape. Axial flow fans show good efficiencies, and can to work at
high static pressures if such operation is necessary. The presentation of
an axial fan was simulated using CFD results were presented in the form
of velocity vector and streamlines, which provided actual flow
characteristics of air around the fan for different number of fan blades.
The different parameters similar temperature, pressure, fan noise,
turbulence and were also considered while performing CFD analysis. The
study exposed that a fan with an optimum number of fan blades
performed well as compared to the fan with less number of fan blades.
In general, as a compared between the efficiency and cost, five to 12
blades are good practical solutions.
Barve et al. (2014) illustrated about design the fan and analyze it for its
strength in structure using the Finite Element Method (FEM) and the
flow of air all side it using Computational Fluid Dynamics (CFD) approach.
The design of the fan was conducted in phases, starting with calculating
to need all dimensions followed by analytical models to prove the
concept. The results obtained from the analytical studies determined a
potential for a successful design that met greatest of the above outlined
parameters. The calculations of the Flow Rate, Static Pressure, Velocity
Vectors, and Safety in Structural were made. The structural analysis of
the fan represents its strength structurally. The shear stress, Von-Misses
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stresses approve the safety of the design in structural. Torque
Optimization: The maximum torque is optimized for the fan. Its value is
42.5 Nm.
Jama et al. (2014) The airflow distribution and non-uniformity across the
radiator of a full size Results from these tests have shown the best
method for shielding the front end of the vehicle in terms of airflow
equality to be the horizontal way followed by the vertical method. These
shielding methods also produced the high average airflow velocity across
the radiator which is analogous to better cooling. The results showed
that the method to shield the front-end of a passenger vehicle would be
to employ a flat method. This shielding method produced the high
uniform cooling airflow distribution matched to the other methods. By
extension it should also produce the lesser reduction in cooling capacity
for a given intake area.
Leong et al. (2010) described use of Nano fluids based coolant in the
engine cooling system and its effect on cooling capacity. It is found that
Nano-fluid having higher thermal conductivity than base coolant like 50%
water and 50% ethylene glycol. It increases heat transfer. So for same
heat transfer, radiator core area can be decreased matched to base one.
It finds better solution to minimize area. Thermal performance of a
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radiator using Nano fluids is increased with increase in pumping power
required compared to same radiator using ethylene glycol as coolant.
Trivedi et al. (2012) illustrated the effect of pitch tube for best
configured radiator for optimum presentation. Heat transfer increases
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as the surface area of the radiator core is increased. This leads to change
the geometry by modifying the order of tubes in automotive radiator to
increase the surface area for greater heat transfer. The modification in
order of tubes in radiator is carried out by studying the effect of tube
pitch by CFD analysis. Results Shows that as the tube pitch this decreased
or increased than optimum pitch of tubes, the heat transfer rate
increases. So it can suggest that optimum efficiency is coming at the pitch
of 12 mm.
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power for CuOwater capacity. The local convective overall heat transfer
coefficients Nano fluid at different volume fractions (0.1% to 2%) was of
the coolant Reynolds number and the studied under turbulent flow
conditions. Also the effects automotive speed on the radiator
performance are consider in the work. The simulation results indicate
that the total heat transfer coefficient of Nano fluid is better than that of
water alone and therefore the total heat transfer area of the radiator can
be decrease.
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radiator alternative of water, we can improve the thermal efficiency of
the radiator. So cooling effect of the radiator is improve and the overall
efficiency of engine willpower increased. As heat transfer can be
improving by nanofluids, in Automotive radiators can be made energy
efficient and compact.
Vajjha et al. (2010) have been numerically studied a 3D laminar flow and
heat transfer with two different nanofluid, Al2O3 and CuO, in the
ethylene glycol/water mixture circulating through the flat tubes of an
automotive radiator to evaluate their control over the base fluid.
Convective heat transfer coefficient along the flat tubes with the
nanofluid flow air considerable improvement over the base fluid.
Peyghambarzadeh et al. (2011) have recently investigated the
application of Al2O3/water nanofluids in the radiator by calculating the
tube side heat transfer co-efficient. They have recorded the interesting
enhancement of 45% contrasting with the pure water application under
highly turbulent flow condition. Peyghambarzadeh et al. have used
diverse base fluids including pure water, pure ethylene glycol and their
binary mixtures with Al2O3 nanoparticles and once again it was proved
that nanofluids enhances the cooling efficiency of the car radiator
extensively.
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Kim et al. (2009) Investigated effect of nanofluids on the performances
of convective heat transfer coefficient of a circular straightforward tube
having laminar and turbulent flow with consistent heat flux. This studied
have create that the convective heat transfer coefficient of alumina
nanofluids enhanced in comparison to base fluid by 15% & 20% in
laminar and turbulent flow, separately. This showed that the thermal
boundary layer played a dominant role in the laminar flow while thermal
conductivity played a dominant role in turbulent flow. Be that as it may
no development in convection heat transfer coefficient was noticed for
amorphous molecule nanofluids.
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3. EXPERIMENTAL WORK
CONSIDERED DATA:
2 INLET PIPE
DIAMETER 4mm
THICKNESS 4mm
3 TUBE
CURVE LENGTH 10mm
DIAMETER 3mm
THICKNESS 2mm
WIDTH 85mm
FIN
4 LENGTH 120mm
THICKNESS 1mm
WIDTH 20mm
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BOTTOM HEAD
LENGTH 120mm
HEIGHT 40mm
WIDTH 20mm
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3.1.2 CREO MODEL
The designed model of radiator is made with the help of
CREO software as per dimensions and calculations carried out for our
project work.
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3.1.2.2 TUBE
3.1.2.3 FIN
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3.1.2.4 BOTTOM HEAD
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3.1.3 ASSEMBLY
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for the dominion and leads to modeling of the entire system. Finally, it is followed
by the analysis of the results, conclusions and discussions.
3.2.1 GEOMETRY
Radiator is modified in the ANSYS workbench design module. It is a cross-
flow heat exchanger. First, the fluid flow (fluent) module from the workbench is
selected. The design modeler opens as a new window as the geometry is double
clicked.
Check whether there are any stiches. Open the volume extract and
select the inlet and outlet to give required fluid domains.
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3.2.1.2 DESIGN MODELER
1 FFF\LAMINA_1\LAMINA_1 SOLID
2 FFF\BASE_1\BASE_1 SOLID
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