Cooling System Optimization of an Enclosed Air-Cooled Engine

Cooling System Optimization of an enclosed Air-Cooled Engine

SAEINDIA 1001001

Anirudh Reddy E
Department of Mechanical Engineering, IIT Madras, India

Om Prakash Singh, Bhavesh Kumar Sharma, M. Kannan

Research & Development, TVS Motor Company, Hosur, India

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Contents
1. Background & applications 2. Theoretical model and validation 3. CAD and CFD modeling 4. Results & discussions 5. Conclusion

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Background & applications

Engine system

Scooter engine

Enclosed Air-Cooling system

Fan cooling system used where natural air cooling insufficient

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Background & applications

Auto Rickshaw

Enclosed Air-Cooling system

Fan cooling system used where natural air cooling insufficient

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Insufficient cooling can cause:

High engine oil temperature. High engine oil consumption. Excessive wear of bore, piston and piston rings. Heavy carbon deposit on piston leading to knocking. Piston seizures. Oil seals at various shafts getting permanently set or worn out leading to oil leakages.

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Effects of engine overheating

Heavy carbon deposits on the cylinder head combustion chamber

Heavy carbon deposits on the piston top

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Effects of engine overheating

White carbon deposits on the cylinder head combustion chamber

White carbon deposits on the piston top

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Temperature measurements with backward curved fan

High temperature at Spark plug ~ 1700C High engine oil temperature ~ 1300C High fin temperature cylinder block ~ 1800C High air temperature at fan inlet ~ 460C High inlet air temperature ~ 650C Ineffective cooling system

Temperature measuring points

Inlet air temperature should ideally be at atmospheric temperature. A theoretical model was developed to quantify the the fan flow rates needed to bring down the engine temperature to a desired level.
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

A new theoretical model developed

Lumped Parameter model with transient inlet air temperature Engine geometry parameters considered Fin temperature = f(Engine temperature)

where K1 and K2 are:

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Validation of the theoretical model

190.0 180.0 170.0

Fin Temp (deg C)

160.0 150.0 140.0 130.0 Experiment 120.0 110.0 0 100 200 300 400 500 600 700 Theory

Time (s)

Experiment : Steady state temperature = 1770C Theory : Steady state temperature = 1790C
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Parameter sensitivity analysis to bring down fin temperature to 150C

Changing A, kair and air is difficult, volume flow rate of the fan was targeted to reduce engine temperature. A 2D CFD model of the fan developed for backward and forward curved fan
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

CAD and CFD model

2D model from CAD software Pro E 2D model exported to HyperMesh 2D to 3D CAD conversion and meshing 3D to 2D conversion Star CCM+

Automation
Macro for CAD model generation in ProE No GUI Macro for 2D to 3D conversion in HyperMesh No GUI Macro for CFD simulation in Star CCM+ No GUI
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Movie: 2D CAD & Mesh preparation

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Boundary & flow conditions

Boundary conditions: Inlet: Stagnation inlet Outlet:pressure outlet Blades:wall Flow conditions: K-epsilon realizable model Moving reference frame model State state Incompressible flow
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Results & discussions

Error estimation

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Backward curved fan : Pressure at 100 rpm 2D 3D

Symmetry is maintained
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Forward curved fan: Pressure at 5000 rpm 2D 3D

Symmetry is lost in 2D at higher rpm, error may increase

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Backward curved (BC) fan: 2D & 3D comparison

Forward curved (FC) fan: 2D & 3D comparison

Error increases with rpm, error is 2 ~ 3 times higher in FC fan Forward curved fan gives higher mass flow rates Different parameters like no. of blades, inlet and outlet angles optimized Prototypes of FC fan made and tested on engine
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Results and experimental measurement

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Performance curve comparison: FC & BC fans at 5000 RPM

Performance curve Comparison: FC & BC fans at 5000 rpm
2500 1.6 1.4 2000 1.2

Static Pressure (Pa)

1500

0.8 System Curve FC 5000 BC 5000 500 FC 5000 Power BC 5000 Power 0 0 0.1 0.2 0.3
3

1000

0.6 0.4 0.2 0

0.4

0.5

0.6

0.7

VFR (m /s)

FC fan shows higher mass flow rates, power consumption than BC fan

Power (bhp)

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Experimental measurement using the Forward Fan

Figure shows reduction in temperature of various components when compared to BC fan

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Effect of BC and FC fan

Oil temperature Spark plug seat temperature

Significant drop in temperature is observed with FC fan Failures on engines eliminated

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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA

Cooling System Optimization of an Enclosed Air-Cooled Engine

Conclusion
Engine failures were seen due to overheating A theoretical model using lumped parameter model developed The model predicts transient engine fin temperature Centrifugal fan design is optimized to increase the flow rates CFD simulation of 2D & 3D forward and backward curved fan for a wide range of rpms was carried out It is observed that as rpm increases deviation in the flow field between 2D & 3D simulations increases Error in mass flow rates (MFR) increases as rpm increases between 2D & 3D simulations Forward curved fan shows 2 to 3 times more error in MFR compared to backward curved fan Failure due to inefficient cooling can be avoided by proper design changes.
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Sixth national conference on automotive infotronics, 17th & 18th December 2010 - CHENNAI, INDIA