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PERFOMANCE UPGRADING OF ENGINE BY OIL COOLING SYSTEM Kiran Kenny,

Shibu Augustine,Prasidh E Prakash Malabar College of Engineering and
Technology, Kerala Technological University Kirankenny33@gmail.com Abstract:
This deals with the process of, upgrading engine perfomance by oil cooling
system for future vehicle applications result in the increase of high engine power,
low fuel consumption. The wish to prevent the future situation where the engine
oil could become very hot, formed the basis for this work.

Engine oil, heat transfer and the overall design of engine cooling systems were
noted and studied. The most significant part was to clarify why the oil must not
exceed a certain temperature limit. This gave answers to how the oil and engine
components gets affected, if the oil exceed the set temperature limit.

To get a clear and measurable parameters, the goal of this study was defined by
estimating what the heat transfer demands could be in the future. A competitor
analysis was made to inspect how and if, the challenger use a different kind of oil
cooling. Generation of concept plans were made continuously during the early
stage of the work process.

Concepts that proved to be interesting were analyzed more extremely with

performance simulations and packaging studies. Concepts were analyzed and the
performance simulations indicated that all the presented concepts can reach the
heat transfer goal set early in the process. They however use different methods,
and meet the goal with different levels of efficiency.

All the ideas which are listed with their heat transfer performance results and
their advantages and disadvantages. The idea that showed to be the most
prominent in an oil cooling perspective, was to connect an extra heat exchanging
device in series after the current plate heat exchanger. This is also a solution
which will help the current engine oil cooler by handling the additional heat
produced during certain driving occasion.

Best concept reached a heat transfer rate of 40 kW at half the air flow rate
required by the second best concept. The concepts that has been presented will
implicate an alteration of the current oil cooling system design. The lack of
accessible space in automobiles will also result in some rearranging of
components in order to make space for an additional heat exchanger. I.

INTRODUCTION It has been identified that we may run into problems with
inadequate engine oil cooling in the future as the power output increases to
levels significantly higher than today. The reason for the problem with the oil
cooling can be the following : a) More heat will be generated to both the oil and
engine coolant due to increased engine power. b) Desire to allow a higher
maximum towing weight.

c) The opportunities to scale up the existing system limited by lack of available

space for components on and around the engine system. In most cases the
insufficient oil cooling may neither appear on low performance versions of
engine nor in normal driving conditions only when the cars performance is
maximized to its limits, such as top speed driving, long and heavy accelerations
or towing a heavy trailer uphill the oil cooling will be inadequate. Figure 1.

Oil cooler heat rejection at for difference engines Here we are using an additional
radiator oil/air system to meet the needs. In order to check which one is more
suitable, we are using different types of metals as radiator coil. II. AUTOMATIVE
ENGINE OIL SYSTEM Lubricating moving parts in the engine, preventing
premature wear of bearings, shafts etc are the min function of oil system.Engine
oil also cools some of the components which are not possible to cool with water,
protect components against corrosion and rust.The function of the oil pump is to
draws oil from the oil sump through a tube and pumps the oil through a filter to
clean the oil.
To control the oil pressure in the engine,there is a pressure relief valve after the
pump . The valve can route oil directly back to the sump or the pump inlet and in
that way regulate the pressure in the lubrication channels. The oil travels through
the channels usually cast in the engine block and head.

Cross-drillings are present to supply oil from the channels to the main bearings
and camshaft bearings. The drillings in the crankshaft also supply oil to the
connecting-rod bearings. More passages are present in order to supply oil to
other moving parts in the engine. From each lubricated surface the oils gravity
fed back to the pump system.

Turbochargers are also supplied along with oil, usually via external pipes or hoes,
in order to lubricate the shaft bearings in the turbochargers. III.HEAT TRANSFER
TO OIL In an internal combustion engine the main sources of heat transfer to the
engine oil are the pistons, friction between moving parts and the
turbocharger.Pistons are the only oil cooled components in the engine that takes
up heat directly from the combustion process.

When the piston is forced down ,the fuel in the combustion chamber gets ignited
some of the energy is converted to mechanical energy.Then a big portion of the
remaining heat is dissipated into the exhaust gas, and gets evacuated from the
combustion chamber via the exhaust valve. The remaining heat is transferred,
through convection and radiation, to the parts that are next to combustion
chamber.

The main components which make up the combustion chamber are the cylinder
head, the cylinder block and the pistons depicted in Fig.1.They take up heat from
combustion chamber. Cylinder head and the cylinder block are cooled by the
water cooling system while the pistons are cooled by the engine oil IV.HEAT
EXCAHNGERS The basic explanation for how a heat exchanger functions is that
one warm and one cold medium flows close to each other, with a surface
between them.

The hot medium transfers thermal energy to the cold medium. This makes the
cold medium warmer and also warm medium cooler, and therefore a heat
exchange has been made. This is a method to exchange heat between two
mediums without mixing them.

The heat transfer in a heat exchanger depends on the following aspects: ??The
type of heat exchanger, material and design. ??Thermal conductivity of the
flowing mediums in the heat exchanger Fig. 1. Cross section of engine
cylinder. ??Difference in temperature for the two mediums. ??Mass flow to the
heat exchanger inlets. ??Turbulence or laminar flow in the mediums.

Thermal conductivity of different heat exchanger materials is shown in the fig.2.

Material 25°C 125°C Silver 406 430 Copper 401 400 Gold 310 312
Aluminium 205 215 Iron 80 68 Carbon 54 51 Stainless Steel 16 17
Fig.2. Thermal Conductivity of heat exchanger materials V.OIL SYSTEM
TEMPERATURE It is important to keep the optimal oil temperature in the oil
system.

If the temperature exceeds the predefined temperature, the engine will be

affected. The temperature of the coolant will rise from the outlet of the heat
exchanger when the oil temperature gets higher. This leads to a higher
temperature in the whole cooling system which in turn affects the engine.

On earlier cars the allowed oil temperature was considerably lower than today.
Earlier the oils used were one hundred percent mineral oil. But after starting to
mix synthetic oil with the mineral oil, and today using only synthetic oils, the
allowed temperature came up to a higher level. The reason that the mineral oil
did not manage the high temperature was that, the mineral oil started to break
down at high temperatures and therefore losing its properties. The engine oil
that is used is a fully synthetic oil manufactured by Castrol, which has a viscosity
class of SAE 0W20.

When the companies introduced their latest engine generation, they switched
from 0W30 to 0W20 to reduce friction in the engine. The oil is manufactured
according to the European Automobile Manufacturers Association (ACEA) C2-
standard and they use the same oil in both diesel and petrol engines, for all
power levels. The maximum oil temperature set by companies is around 150 °C.

The oil itself can however handle higher temperatures before it starts to break
down. Tests performed by Castrol shows that the oil can withstand a temperature
of around 170 °C for six hours, before the additives in the oil starts to react and
break down. The maximum temperature of around 150 °C is set because the
kinematic viscosity of the oil becomes too low at temperatures above 150°C.

A high share of fuel in the oil typically occurs in engines where the oil rarely
reaches its working temperature, preventing the fuel in the oil from evaporating.
This can be seen in such cars where the customer mostly drives short distances.
Diesel has a lower viscosity compared to engine oil. Therefore the mixing with
fuel will decrease the overall viscosity of the oil/fuel-mixture. The oil has a
kinematic viscosity of around 4,0 cSt at 150 °C.

At viscosities below 4,0 cSt the oil pump can not supply sufficient oil. The
lubrication properties are not the only problem with getting a higher oil
temperature. The oil is used for cooling the bottom of the piston and if the oil is
too hot, the piston could get too hot which might cause the combustion to
misfire. VI.ADDITIONAL RADIATOR OIL/AIR Oil to air cooler or OTA. was attached
to the cooling system.

The OTA has been attached serially from the oil outlet of the standard oil to
water system which was pumped through the OTA for extra cooling of the oil. In
some cases where oil to water system provides enough cooling, no oil will be
pumped along the OTA and can be controlled by a valve called thermal bypass
valve, that will be activated by temperature of oil.OTA needs to be placed
anywhere in the automobile where adequate air flow is present.

Here it is also preferred that the OTA needs to be set near to oil connections in
the system to reduce length of the pipes bypass valve. This system with the OTA
radiator is shown in fig3.Here in this system the oil is collected to a tank from the
oil sump. A thermal bypass valve has been fitted to this tank.

When the temperature of oil gets increased the bypass valve gets opened and
the DC pump which is connected to this system, pumps the hot oil to the extra
radiator present outside the engine where the oil gets cooled by air. The main
advantages are ,The plate heat exchanger’s perfomance doesn’t need to be
improved or to increased. The solution which is added “on top” of the existing
system to increase the oil cooling in high-level performing engines.The only need
to handle the excess heat in utmost situations which is activated by the oil
temperature.

Main disadvantages are, Oil pipes or hoses needs to be positioned in between

the engine and OTA. The engine gets harmed, if there is a possible oil pressure
drop occurs. Packaging needs to have in mind the potential damage of the
radiator and hoses. An adapter has to be made for oil outlet- and oil inlet to the
system. Fig 3.Schematic drawing VII.HEAT TRANSFER OF OTA SYSTEM Fig.4
An OTA simulation model is made with data from an oil to air heat exchanger
object from an automobile supplier. OTA has the normal measurements of
270x212x26 mm (WxLxH) and a tube and fin type heat exchanger, which made
out of aluminum or copper. Some aspects have to be taken while performing this:
??There has to be space for the radiator and its tubes , and it should be easy to
set in a bike.

??A good airflow gives a high air pressure in the front of the radiator which
mounted. The air must also needs to be led out where there is a low air pressure
present. ??The components which we used should be as low as possible in order
to increase efficiency during setting or assembly, which will keep cost low as
possible. VIII.COPPER OR ALUMINIUM COIL AT RADIATOR Copper has a thermal
conductivity of 401 (W/m·K) at room temperature, while the thermal conductivity
of aluminum is 237 (W/m·K) at room temperature showed in Figure 5.The values
may differs with the temperature of the material.

Manufacturing of a plate heat exchanger from copper would therefore most likely
increase the heat transfer rate. Introducing copper components to the cooling
system has not been encouraged because of the corrosion it causes to aluminum.
Hydrogen has been used in coolant exchanges with copper atoms wich will
transfers the copper around cooling system. Aluminum is a less noble material
than copper.

So all the aluminum parts located in the cooling system will be affected. Galvanic
corrosion will start to occur when the copper and the aluminum are in contact,
and the aluminum parts will corrode. Corrosion inhibitors are added to the
coolant to prevent corrosion in the cooling system. The inhibitors forms a passive
layer on the surface of any metals.

The inhibitors protects from corrosion from some metal atoms in the system
Mainly aluminium is used in the high performance engine because of its thermal
conductivity rate,higher availability ,less coat and easy to handle. Fig 5
IX.CONCLUSION A cooling system must be provide not only to prevent damage
to the vital parts of the engine , but the temperature of these components must
be maintained within the certain limits in order obtain maximum performance
from the engine.From the analysis, the conclusion that can be made is that the
high performance petrol engine almost use oil to air heat exchanger.An
additional oil to air heat exchanger , have the common purpose of supporting the
existing plate heat exchanger when it has reached its maximum heat transfer
values.
The method which is used to perform this work turn out to have different levels
of efficiency. This requires around three times air flow into the heat exchanger to
reach the target heat transfer value. REFERENCES Cimbala, J. Turner, R. (2011).
Fundamentals of Thermal-Fluid Sciences, McGraw-Hill, New York. (ISBN 978-007-
132511-0) University of technology chalmers. (2012).

Design of industrial energy equipment, course compendium, Department of

energy and environment, Göteborg. Nag Design of compact plate fin heat
exchanger, Department of Mechanical Engineering, National institute of
Technology, Rourkela. Vehicular Engine Design, Springer-Verlag, Wien. (ISBN
978-3-211-37762-8) G. Yuan, X. Neveu, P. Luo, L.

Compact heat exchangers, Renewable and sustainable energy reviews (2011)

Piston and engine testing, Viweg+Teubner Verlag, Stuttgart. (ISBN 978-3-8348-
1590-3) The engine cooling system, Technology transfer systems Inc, Livonia. K.
Tschoeke, H. (2010). Handbook for diesel engines, Springer-Verlag, Berlin.

(e-ISBN 978-3-540-89083-6)
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