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PEC University of Technology Supra SAE 2012

Ujjwal Kango, Sukhminder Singh, Prakhar Gupta, Babanpreet
3 year Mechanical
rd

Rahul Jindal, Bikram, Oshit Walia, Abhinav 3rd year PRODUCTION

Copyright 2006 SAE International

ABSTRACT
The object of the competition is to simulate real-world engineering challenges of designing and manufacturing a safe and easy to maintain non-professional weekend racing car within limit of set rules for limited prototype production to a manufacturing firm for weekend racing enthusiasts. Also the students should generate financial support for their project and manage their educational priorities. To achieve this objective the PEC Racing 2012 SUPRA SAE team has divided the vehicle into major component systems like chassis, suspension, steering, engine, wheel assembly and drive train. In the following document our team has presented a brief virtual layout of our vehicle along with the analysis of the various components.

assembly, chassis) and Lotus (design of suspension and steering geometry). The previous team focused on the availability of the parts and their design revolved around the same on the other hand this year the approach was to design and materialize the best possible systems and components for the vehicle. The team employed engineering design and judgment to refine many design features of 2011 entry, as well as develop several new subsystems that further improve the vehicle. These core systems include: 1. SUSPENSION: The selection of suspension has been changed from double wishbone damper to lower wishbone to push rod actuated horizontally oriented damper. The selection was made to reduce aerodynamic drag and reduce unsprung mass. 2. LIGHTWEIGHT CHASSIS: Last years chassis was over engineered. The weight of this years chassis has been reduced by reducing unnecessary triangulation. Based on rules and regulations and important design considerations ASTM 106 pipes has been decided to use and unique design of shackles has been adopted for suspension mounting. 3. MODIFIED RACK AND PINION WITH ACKERMANN GEOMETRY: For ergonomic copied designing, the bevel gear mechanism has been used to transfer rotating motion. 4. UNIQUE IMPACT ATTENUATOR DESIGN: Rather than using the standard honey comb structure, team came with new idea of using wave shaped structure as shown below.

INTRODUCTION
SUPRA SAE INDIA is intercollegiate event which gives students a chance to design a small open wheel car which is low in cost, reliable and easy to maintain. The car is to be designed to maximize its acceleration, braking and handling. The approach (bottom to up) used was to designate the team members into various groups responsible for specific major systems namely the chassis, the suspension, the power transmission, the wheel assembly and the steering systems. Then each team did a detailed analysis and evaluation of the previous respective systems used by the 2011 SUPRA teams. After a thorough analysis of various parameters involved, benchmarking for the same was done in accordance with existing and new viable designs. Accordingly by comparison and optimization of various parameters like driver safety, manufacturability, simplicity, weight, cost, aesthetics, serviceability and ride, new design was finalized for this year vehicle. The designing of car started with designing of tyres. For the design, analysis and optimization of components softwares like CATIA (design and analysis of wheel

MAIN SECTION
STRUCTURAL DESIGN

Tubular spaceframe The most common frame type, tubular spaceframe is chosen as it does not require specialized machinery or equipment for manufacture, and it is inexpensive and can be constructed from a wide variety of readily available materials. In the interest of simplicity, it was decided that all tube members would be made from the same type of material. Steel and Aluminium were considered in design. Steel retains its strength and ductility after welding. It is inexpensive, easy to find, and easy to cut and grind. Aluminium, while not as strong as steel, is lighter. Its stiffness is roughly one third that of steel; however, so is its weight. It can be welded with common TIG and MIG processes; however, it loses significant strength unless heat treated. When used on a tubular spaceframe chassis, it must be accompanied by a structural equivalency form. Additionally, the main and front hoops must be made from steel. For ease of construction, the chassis material is decided to be steel. Other options were AISI 4130 and AISI 10xx series, are better than mild steel in strength although having approx. same stiffness but they are more costly than mild steel and and arent easily available in the region. Ergonomics The focus for the cars cockpit was to be comfortable enough for the teams tallest drivers while adhering to the rules and designing everything to be as light as possible. The cockpit it designed to keep driver in reclined posture to lower the centre of gravity and reduced vertical size. The limited cross section of the car body allows the aerodynamic performance to be improved. Reduced visibility is compromised for the increased performance. Adjustable pedal assembly has been designed for drivers comfort. Structural Analysis Abaqus was used to validate the structural integrity of the frame. The beam mesh technique was used for analysis. This is much less processor-intensive and much faster than a solid mesh or shell mesh, though obviously not suited for parts that are not composed of beam-like elements. Although a beam mesh is incapable of analyzing the effects of welding on tube, it can be used to produce reliable results. For analysis, the rear suspension pick-up nodes were fixed while loads were applied to front suspension nodes. Forces are found at the tires of the chassis through simple Newtonian mechanics using = . For this, 2 g of longitudinal acceleration (braking) and 1.5 g of lateral acceleration (cornering) were used to find forces,

and a vehicle weight of 400 kg was used. For maximum braking, the resulting maximum stress on the chassis is 129 MPa. This is very low when compared to the yield strength of even mild steel; however, this is an idealized, static situation. Additionally, this is during braking only, and does not take into account effects from the weight of the vehicle, or the vehicle hitting a bump during braking. Additionally, the tubing sizes used are mostly dictated by the rules, so significant weight savings are not possible without resorting to very thin tubing, which is very difficult to weld to the thicker tubing used on the front hoop.

Von Mises Stress contour for simultaneous braking and cornering (extreme loadcase)

Stiffness Normally, a racecar chassis should be as stiff as possible torsionally. This is to facilitate easier suspension tuning. Abaqus was used to optimize between stiffness and weight. The expected torsional stiffness of the chassis analysed by FEM is 800 N-m/deg. Chassis is finalized keeping the above factors in mind while meeting the SAE regulations with special considerations given to safety of the occupants, ease of manufacturing, cost, quality, weight, and overall attractiveness. Other design factors include durability and maintainability of the frame. It was determined that it is safe to use the mild steel tubing of 1.63mm wall thickness and 25.4mm outside diameter . This resulted in weight savings. Front Hoop and Main Hoop, as per the rules, are decided to build from 2mm wall thickness and 40mm outside diameter. Before the chassis design is finalized, a mock up of the frame will be built out of PVC rods. The

mock up will allow the team to see the frame in 3D, as well as mock up the power train, steering, and brake systems to ensure that there is adequate space. Several factors were considered while deciding the overall shape of the vehicle. Increasing the load at the rear would increase the traction and hence acceleration and stability. The variable mass was tried to be concentrated at the CG to prevent CG movement. Body and Aerodynamics Car aerodynamics is very important aspect in designing a Formula Car as at high speeds the force of the air is considerable. It affects the performance in many ways like giving it more traction to the ground, reducing the drag on the car and much more. The basic design starts with looking at the streamlines if whether they are creating vortex and also by seeing the major pressure points.

a little distance from the ground thus allowing the car to dip to its side while turning. Chassis analysis Thus we surfaced the area of the car in front of the main hoop and ran a streamline as well as pressure distribution test to exactly know where all the air was having discontinuous streamlines and also whether if there is a point on the body which was facing exceptionally high pressure. We ran a simulation in Fluent at a speed of 30m/s. Highest velocity is achieved at the place where we will keep the radiators. Thus a higher velocity means a higher mass flow through the radiators and thus a quicker cooling capacity. The streamlines in figure suggest that their streamlines dont swirl at the back of the main hoop. Thus very less vortex will be formed which would imply smooth flow and less drag. The pressure distribution was basically even and as all air is smoothly guided around the chassis, there was actually no major area with high pressure.

Wings Thus to create a downforce we generally use front wings and spoilers. The front wings are supposed to be placed very close to the ground so as to maximize the ground effect. Seeing the huge advantage of the front wing we initially decided to put them in our car. But after studying it in detail we found the following things it gives a negative lift with a induced drag. The negative lift is required by very light cars made by carbon fibre at very high speed to turn at sharp turns. In our case the car itself weighed about 320kgs and the speed is limited to 105km/hr so introducing the wings would have just resulted in extra drag without much useful increment in the traction. Flow Deflectors We plan to use flow deflectors for reducing the drag on the tyres. It is well known fact that a majority of the drag is basically due to open tyres. These open tyres when in motion make the air flow turbulent which affects the flow of the air. Now to improve on this fact we are planning to use flow deflectors. Flow deflectors are used after the front wheel. It helps to deviate the unwanted vortex at areas away from the body, thus reducing the drag and also deviating turbulence from the car. Skirting We plan to do a bit of skirting below the side pods as the air doesnt suddenly gush out from beneath and form a vortex. This skirting will have

Velocity Streamlines

decreases the loads acting on the rear suspension. Therefore, this position of dampers reduces the jounce and rebound in the front and rear springs respectively. It also reduces drag due to damper four times (proof of which is as shown in appendix)

Pressure Contour IMPACT ATTENUATOR The function of an impact attenuator is to decelerate the car in a safe way and dissipate as much crash energy as possible. The average deceleration has to be kept under a certain level and it is desirable to keep the maximum deceleration low enough to prevent damage on the structure of the car and the driver. It is important to keep the impact attenuator as light and small as possible. After completing extensive research on previous designs and physics of a collision, preliminary design concepts were formulated. These designs were then compared and contrasted against each other based on cost, safety, reliability, feasibility and weight. The honeycomb and impact foam concepts were the designs with the overall highest scores. SUSPENSION DESIGN Various suspension system like trailing arm, double wishbone, McPherson strut were available. Independent suspensions are preferable in the case of rough terrain because they provide better resistance to steering vibrations and reduce un-sprung mass. Further advantages of the double wishbone setup include easy control of the roll centers by choice of the geometry of the control arms, the ability to control track and camber change with jounce and rebound, larger suspension deflections, and greater roll stiffness for a given suspension vertical rate. Furthermore, the wishbone arm setup does not allow for the incorporation of kinematic camber compensation. For front suspension if pushrod to damper instead of damper to lower wishbone it leads to better anti dive. The main cause for the dive effect is the braking of the vehicle. As the brakes are applied to the vehicle the sprung mass distribution shifts to the front. At the same time the shift in weight distribution to the front

Fig. 5 3D View of Suspension Assembly in LOTUS For rear suspension system it was decided to use damper to pushrod instead of damper to lower wishbone. Although, damper to lower wishbone is efficient in antisquat we have used pushrod actuated suspension assembly to generate a slight amount of squat. The main reason of doing this is to increase the traction of the rear wheels while on the track.

The approach to suspension subsystem development was done using LOTUS Suspension Analysis software which resulted in not only well tuned suspension kinematics but well-founded initial estimates for spring and damping mounting points. Certain parameters were input in the analyzer and after the analysis front arm length rear suspension arms , toe gain 0.0722, camber gain -1.25 castor gain .0018, roll height 2 were obtained. An iterative process resulted in more optimized values.

Fig. 6 Toe Angle vs Roll Angle

solidworks to determine the stress points. Final design was selected by an iterative process.

Fig. 7 Camber angle vs Roll angle The innovative approach to suspension subsystem development using Simulation Module in LOTUS resulted in not only well tuned suspension and Vehicle kinematics and dynamics but well-founded initial estimates for spring and damping rates. The front suspension and steering and rear suspension subsystems were initially modeled independently. Once the baseline geometry was designed, a full vehicle assembly was constructed to conduct an assortment of pertinent full vehicle simulations. Various other parameters like wheel rate, roll gradient etc were calculated ( details in complete design report). Material selected for the U arms is mild steel with O.D 0.77. Both the front and rear suspensions were subjected to parallel wheel travel, opposite wheel travel, roll with vertical force and static load simulations. The results of these preliminary simulations were used in designing initial hardpoint locations for the control arms, drive shafts, tie rods, and wheels. Additionally, these simulation results led to obtaining first order estimates of the loading cases at the shock mounts, ball joints, control arm mounting points, tie-rod ends, spindles, etc. Finally a successful FEM Test of the U arms and shocker mountings was performed in Catia Rocker, also known as bell crank or linkage, this is the lever that translates the push\pull rods motion into up\down motion of the damper. In pushrod actuated damper system bell crank is used to produce the inboard suspension assembly. Bell cranks are mainly used to transfer motion from one plane to another plane i.e. front pushrods to inboard dampers which then produce damping effect. We have made a slight Innovation in the design. A self named, self designed alternative for bell crank being used in front of the car to produce inboard suspension assembly. Material used is EN8 to get good strength at less weight. Two 4mm thick EN8 plates are used in one slido crank with the total weight of 467 g/crank.FEA was performed in Solidworks .extra material was removed subsequently analysed in

Figure 1: Slido Crank design in solidworks

The main advantages of using slido crank is that it is more compact than bell crank and provides more constant ratio. Steering Design The key objective of the steering design is to provide stability of vehicle while moving straight and to get perfect rolling of vehicle about instantaneous centre of rotation while taking turn. This will reduce slipping leading to ease in steering control and reduce tire scrubbing: Optimum Steering Ratio. Minimum Steering Effort and bump steer.

Compatibility in Chassis. Optimizing turning radius

The steering has been optimized using lotus suspension and steering optimization 5.01

LAY OUT In last year car it was rear steering system with steering rack mounted on the floor of car. So the shaft went between the drivers legs to the floor of car which was perhaps dangerous with respect to drivers safety. So this time front steering system is installed with rack mounted above the drivers foot. This has minimized drivers interaction with steering rack making the vehicle more safe and sound.. ACKERMAN GEOMETRY For all wheels to pivot about a common point the inner wheel must turn at a sharper angle than the outer wheel in reality, the tires must slip to generate lateral forces, so the outer tire should be steered at slightly higher angles than predicted by Ackerman geometry. The modified Ackermann geometry resulted in the inside wheel turning 44.29, and the outside wheel turning 33.79.

Benchmarking of Steering

Steering Ratio Length of Rack

Rack Travel Toe Angle of Inner and Outer Tire (max. rack travel) Percentage of Ackerman Geometry Ratio in intermediate Gearbox Tie Rod Length Turning Circle

1: 5.09 500mm (Centered rack and pinion of Maruti 800) 42X2=84mm 44.29 deg 33.79 deg 56.05 % 2:1 350 mm 1.87 m

DESIGN SELECTION CRITERIONS Based on the above benchmarking rack and pinion steering was chosen. A centre rack and pinion assembly is a major requirement for an racing vehicle but it is not easily available. A Maruti 800 rack and pinion system was taken(due to light weight and excellent rack and pinion ratio) and the longer side of rack was cut, bored and internally threaded before fastening it to the smaller section thus resulting in equal sections of 228mm (including threading) on both sides of teeth span of 84mm. Our customized rack and pinion

CALCULATION OF STEERING RATIO Rack Travel = 42 mm (one side)

wheels and this lightweight design includes high performance, high friction brake pads. BRAKING PERFORMANCE

From lotus suspension and steering optimization 5.01 45 angle is taken by wheel after max. travel of rack i.e. 42mm. For standard maruti 800 steering rack 132 mm travel is achieved in 4 complete pinion rotations.So for 42mm 0 travel no. of rotations= 4x42/132 =1.27 = 458 of rotation Therefore, for 458 of steering wheel rotation wheel 0 turns by 45 So steering ratio becomes 1:10.18 But after 2:1 reduction box installed in steering system Final steering ratio becomes 1:5.09
0 o

We assume all tires to get locked on braking and vehicle skids on the ground. Assuming maximum speed of 60Kmph and coefficient of friction between tires and the surface = 0.72 Applying conservation of energy: Work Friction=

Braking distance d= Maximum velocity= 80Kmph = 22.2m/sec 2 g=Acc. due to gravity = 9.81m/sec =Coeff. Of Friction = 0.72 Braking distance, d= 34.88m Now, using equations of kinematics: 2 2 v = u + 2as -------------------------------- (1) v= 0m/sec u= 22.2m/sec Retardation, a = 7.06m/sec V = u + at ---------------------------------- (2) Breaking time, t = 3.14 sec This is our estimated braking performance.
2

Calipers Discs Master Cylinder

Pulsar 200cc Yamaha R15 Maruti 800(compatible with these calipers) 210 N

Braking Effort Braking Distribution

BRAKING COMPONENTS 51:49 (f:r)

Wheel Assembly
Wheel assembly contributes a greater part in the weight of the vehicle. Four-wheel hydraulic disc brakes exhibited the best deceleration performance in the test done using lathe machine. Thus it should be as less complicated as possible and lightweight. Here is an overview of the major components of wheel assembly used in the manufacturing of our car.

YAMAHA R15

CALLIPER PULSAR 200C

BRAKES We have decided to use disc brake system, since they provide sufficient braking force, lighter in weight, very reliable and easier to assemble. Two different calipers are used for left and right to ensure position of bleeding nozzle above the piston cylinder. The Yamaha R15 disc brakes and calipers from Pulsar 200cc are used because of its low profile design for compact packaging at the

UPRIGHTS The material chosen for manufacturing of upright was Al6082 (yield strength 341Mpa); a significant improvement over last year (Al6062 was used having a yield strength of 245MPa). Extra material was removed and subsequently analyzed in Catia to notice the stress points. Final design was selected by an iterative process.

Designed Upright

Front Upright Manufactured

Rim Hub

Rotor Hub

TYRE SELECTION The dimensions of rims selected for all four of the wheels are of 13 x 6mm. The 13-inch diameter of the rim will allow the brake components to fit inside the wheel. The 6-inch width created a sufficient traction patch for the low powered application while remaining at an acceptable weight. To make the rims completely functional in all cases, the four rims are made of aluminum to minimize weight. By reducing the width of the rim the inertia was directly affected, subsequently this also reduces overall weight. The rims are offset to optimize mounting on the suspension systems and allow for easier adjustment of vehicl Tire Size Tread e track. Width Hoosier Slick Tires JK Tires(Wet Tires) 20.5x6-13 21 Tire Data

Rear Upright Design HUBS To improve upon the previous year, team chose to go with rim and rotor hubs made from SAE 8620. These custom built hubs are designed using cad analysis to reduce the stress and weight. FEA was performed in Catia. Extra material was removed and subsequently analyzed in CatiaV5 to notice the stress points. Final design was selected by an iterative process. Also, the bearing used was 5206ZZ. The components whose designing is in process include the rear knuckle and the rotor hub-rim hub integration (as shown in the figure).

20x6-13

21

Rim and Rotor Hub Integration

STUB AXLE Engine

POWER TRAIN

The engine selection for the 2011 car is a significant departure from previous years. In the past, PEC has almost exclusively used four-cylinder motorcycle engines. For the

2011 car, to keep with the overarching design goals of a safe, reliable and a compact car, an engine with the required specifications and fulfilling the given rules, a MARUTI 800 CC BS 3 ENGINE has been selected. The Maruti BS 3 Engine is a water cooled 4-stroke, 3-cylinder, fuel-injected, 800 cc in-line, 2 valves per cylinder with MPFI technology. It is generally identified as F8B Engine with a Multi-Spherical Combustion chamber using a transistored ignition (12 V battery). It is rated at 37 bhp (27.6 KW) unrestricted from the factory at 5,000 RPM and a net torque of 59 Nm @ 5,000 RPM through a transmission provided by Maruti Udyog Ltd., and offers as many advantages over the other engines in the same segment. The Engine is controlled electronically by a 32-bit Electronic Control Module (ECM). Transmission To keep in accordance with the rules and guidelines, as provided by SUPRA SAEINDIA, a 4-forward, all synchromesh, 1 reverse transmission system provided by Maruti Udyog Ltd. is being used. The differential used is Straight bevel gear type and is being provided by Maruti Udyog Ltd. The transmission constitutes Helical gears with lever on floor having rod linkage. One of the greatest challenges facing previous years cars was the inability to properly select gear ratios in the transmission of the Honda 600 cc engine for the tight auto crossing courses of an FSAE competition. This led to the engine often running outside its optimal RPM range, and also imposed large amounts of driver strain due to the need to be constantly shifting. The prescribed Maruti Transmission alleviates all of these problems. It ensures that the engine is always operating in its optimal RPM range, and allows for a selection of a final drive which gives speed range that is appropriate for the course that the car will be competing on. It provides final front drive with the final drive ratio of 4.350. The Exhaust manifold has been specially designed to reduce losses. It significantly reduces driver strain as the Transmission is manual and is equipped with a dry clutch plate, thus, allowing more of the drivers attention to be focused completely on driving the car.

Fig. 11 Power vs RPM at diff. gear ratio

ADJUSTABLE PEDAL ASSEMBLY: We have made an innovation in the pedal assembly considering the driver ergonomics. An adjustable pedal assembly is made by us which can be adjusted to the built of the driver. So that our vehicle is compatible with every type of driver we have introduced a new concept of adjustable pedal assembly in which pedal can be set according to the leg size of the drivers as these vehicles require speed and full concentration and cannot compromise with the congested or very wide assembly.

Adjustment can be done by holding all the pedals in a rod

and hanging it with front bracing member by means of angle iron welded to the bracing member.

Gear Ratio: Gear 1st 2nd 3rd 4th Overdrive Reverse

1. Graph:

Gear Box Ratio 3.583 2.166 1.333 0.900 3.363

Overall Ratio 15.486 9.422 5.798 3.915 14.629

First of all the three pedals are hanged in a rod which have threads on its ends. This rod is now bolted with two plates at its ends with their plane perpendicular to axis of the rod. The end plates have small angles (with one side flange having two holes) welded to it at its end in a direction that the flange with holes is perpendicular to the plate. This is as shown below.

The output curve of the F8B engine. Compared to the stock Suzuki F8B engine it has a 30% increase in power and 17% increase in torque.

Brake lever adjustment: as the brake lever is bolted to the arm of the brake fluid pump so, on adjusting the whole pedal assembly the brake arm bolt is changed by means of threads on the brake arm. The nut arrangement is released or tightened as per requirement whether we are moving pedal assembly towards the driver or away from him. Clutch and accelerator adjustment: as these levers are attached to the engine by means of wires so their adjustment can be done by adjusting the length of the wires. The adjustable pedal system benefits goes beyond functionality and luxury Complete accelerator, brake and clutch modules Pedals adjust up to 60mm towards the driver Composite material solutions optimized for performance, weight and NVH Adjustable pedals allows drivers to adjust for maximum vehicle control

CONCLUSION
The team has done a thorough analysis of the previous design , hours of simulation and analysis, to design a car that is fast , light , safe and easy to maneuver . The team through its design procedure aims to achieve Higher strength components Better performing systems Simplified manufacturability Improved steering geometry Dramatically lighter chassis design A light and unique design for wheel assembly , attenuator etc. Durability Engineered solutions Further testing and fabrication is to be done in upcoming weeks, in preparation for the competition. Time will be spent analyzing the real-world performance of the vehicle and comparing this to earlier engineering calculations. Testing will highlight areas that require design improvements.

Safety Rule book serve as baseline

Other features include:

REFERENCES
1) Fundamentals Of Vehicle Dynamics by Thomas D. Gillespie 2) Book By Carol Smith Tune to win on vehicle dynamics 3) P. Kenedi, P. Pacheco Dynamic Experimental Analysis of a SAE BAJA Vehicle Front Suspension 4) Dynamics of Mechanical Systems by Harold Josephs and L. Huston

5) An Introduction to Modern Vehicle Design by Julian Happian Smith 6) MAN Vehicle Calculations 7) The Automotive Chassis : Engineering czcPrinciples by Prof. Dipl.-Ing. Jrnsen Reimpell Dipl.-Ing. Helmut Stoll Prof. Dr.-Ing. Jrgen W. Betzler 8) Vehicle Body Layout and Analysis by John Fenton.

APPENDIX A
VEHICLE SPECIFICATIONS

Front track width Rear track width Wheelbase Estimated wt with driver Weight distribution ( F/R) Ground clearance Estimated top speed land Estimated Cost

1277mm 1220mm 1651mm 310kg 37/63 2.5inch 120kmph Rs.4.5 lac only

APPENDIX B

Side view of vehicle

Top view of vehicle

Front view of vehicle

Auxiliary view of vehicle

APPENDIX C

Fig. Camber Angle vs Suspension Travel

Fig. Toe Angle vs Suspension Travel

Appendix D

Cooling System and Radiator Design:

Engine Power = 37bhp = 27.6KW The chemical energy of fuel is converted (roughly)into- 33% mechanical output, 33% wasted as exhaust, 33% rejected as heat, to be cooled by the cooling system. Therefore, Heat Rejected = Engine Power = 27.6KW or 27.6 KJ/s Max. Engine Temperature = 80-85 C Min. Engine Temperature = 25-30 C Heat dissipation from coolant to air by both CONDUCTION & CONVECTION. Thermal conductivity of Aluminium = 240 W/m-K Convectivity co-efficient of Ethylene Glycol (50%) = hi Convectivity co-efficient of Air = ha Average flow rate of coolant = 12.34 L/min = 20.57 X 10-5 m3/s Average flow velocity of coolant = 0.235 m/s Radiator tube diameter = 6.1 mm Radiator tube wall thickness = 0.1 mm HEAT FLOW Heat flow by conduction, Q = kAT/L Heat flow by convection, Q = hAT 1. From coolant wall(inner side), by forced convection Q = hiA(Ti T1) 2. From inner surface of wall to outer surface, by conduction Q = kA(T1 T2)/x 3. From outer surface of wall to air, by forced convection Q = hoA(T1 To) Therefore, Ti T1 = Q/hiA

T1 T2 = Qx/kA T2 To = Q/hoA adding these... Ti To = (Q/A)[ 1/hi + x/k + 1/ho] A = {Q/(Ti To)} [ 1/hi + x/k + 1/ho]

----------------

Finding the convective co-efficient of heat transfer for coolant (hi): Re(Reynolds no.) =( . v . d ) / = 55905 Pr(Prandtl no.) = Cp( / k) = 5.33 By the Dittus-Boelter eqn.Nu(Nusselts no.) = 0.023 Red 0.8 Pr n = 281.66 Also, Nu = hiD/k Therefore, hi = 22.81 KW/m2K Convective co-efficient of heat transfer for air: ha = 200 W/m2K Hence, A = 2.51 m2 Here, A = required area to dissipate heat in radiator Now, finding the exposed area of one row in radiator: 1. Surface area of tube, A1 = 2rh = 0.0043 m2 2. Surface area of fins, A2 = 0.07 m2 Total area in one row = 0.07 + 3(0.0043) = 0.083 m2 Total rows required, n = 2.51/0.083 = 30 (approx.) 2 radiators are installed on either sides with 15 rows. { from }

(n=0.4)

Radiator core size = 23 X 18 cm2 = 7 x 9 sq. inch 2 inches of tanks at bottom & top of the radiator Width if core is 2 inch Hence, total size of each radiator = (9 X 7 X 2) cubic inch