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INTRODUCTION

AUTOMOTIVE COOLING SYSTEM


Modern automotive internal combustion engine generates a huge amount of heat due to combustion of gasoline and air mixture inside the combustion chamber. This explosion causes the piston to be forced down inside the engine, levering the connecting rods, and turning the crankshaft, creating power. Metal temperatures around the combustion chamber can exceed 1000 F. In order to prevent the cylinder walls, pistons, valves and other engine components ,we need to dispose this heat properly and effectively. The internal combustion engine is not very efficient. Approximately 1/3 of the heat in combustion is converted into power to drive the vehicle and its accessories. Another 1/3 of heat is carried off to the atmosphere using the exhaust system. Depending on engine design, between 15% and 30% of the total heat of combustion must be dissipated to the airstream via the oil and the water (or air).This is huge amount of heat need to be dissipated.Modern automotive cooling system mostly uses the liquid cooled system to dissipate this remaining heat instead of air cooled system.

1) Air cooling Some older cars, motorcycles and very few modern vehicles uses the air cooling system. Instead of circulating fluid through the engine, the engine block is covered in aluminium fins that conduct the heat away from the cylinder. A powerful fan forces air over these fins, which cools the engine by transferring the heat to the air. 2) Liquid cooling system

Fig1:Major components of cooling system The engine block and cylinder head have many passageways cast or machined in them to allow for fluid flow. These passageways direct the coolant to the most critical areas of the engine. Engine we are using in our car is having water cooling system,so we will focus on water cooled system and will work for making it more effective . Radiator: A radiator is a type of heat exchanger. It is designed to transfer heat from the hot flows through it to the air blown through it by the fan. Most modern cars use aluminium radiators. These radiators are made by brazing thin aluminium fins to flattened aluminium tubes. The coolant flows from inlet to outlet through many tubes which all are placed in parallel arrangement. The fins conduct heat from the tubes and transfer it to the air which flowing through the radiator. Pressure cap: The radiator cap actually increases the boiling point of your coolant by about 45 F (25 C). When fluid in the cooling system heats up ,it

COOLING SYSTEM FUNCTION :


Temperatures in the combustion chamber of the engine can reach 4,500 F (2,500 C) , so cooling the area around the cylinders is critical. Areas around the exhaust valves are especially crucial, and almost all of the space inside the cylinder head around the valves that is not needed for structure is filled with coolant. If the engine goes without cooling ,the metal got hot enough for the piston to weld itself to the cylinder. This usually means the complete destruction of the engine. The cooling system removes enough heat to keep the engine at a safe temperature for best performance. A secondary function of the cooling system is to provide interior cabin heat during cold winter. For this work we have two types of cooling system:

expands, and causing the increase of pressure. The cap is the only place where this pressure can escape, so using the spring can ensure the maximum pressure in the cooling system . So when the pressure reaches 15 Psi, the pressure pushes the valve open and the coolant escape out of the cooling system. This coolant flows through the overflow tube into the bottom of the overflow tank.This arrangement keeps air out of the system. Radiator Fan: A radiator fan is used to draw the air towards the radiator and help in the cooling process. The radiator fan has four or more blades that spin rapidly to provide sufficient air that would cool the engine. It is usually mounted between the radiator and the engine so that the air can easily get to the radiator.

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. Thermostat: The thermostat's main job is to allow the engine to heat up quickly, and then to keep the engine at a constant temperature. It does this by regulating the amount of water that goes through the radiator. At low temperatures, the outlet to the radiator is completely blocked -all of the coolant is re-circulated back through the engine. Once the temperature of the coolant rises to between 180 and 195 F (82 91 C), the thermostat starts to open, allowing fluid to flow through the radiator. By the time the coolant reaches 200 to 218 F (93 - 103 C), the thermostat is open all the way.

Fig 3:Cooling system components

Water pump: The water pump is a simple centrifugal pump driven by a belt connected to the crankshaft of the engine. The pump circulates fluid whenever the engine is running. The water pump uses centrifugal force to send fluid to the outside while it spins, causing fluid to be drawn from the center continuously. The inlet to the pump is located near the center so that fluid returning from the radiator hits the pump vanes. Plumbing: The cooling system has a lot of plumbing. We'll start at the pump and work our way through the system. The pump sends the fluid

Radiator Design
The main objective of this section is to formulate a mathematical model of the radiator and obtain the dimensions of the radiator. The results need to be obtained are the dimensions of the radiator. The procedure we followed to design the radiator was: 1) Calculate the amount of heat needed to be dissipated by the cooling system. 2) Consider the constraints due to packaging and air flow patterns. 3) Make a mathematical model of the radiator 4) Find out the dimensions of the radiator depending on the above parameters.

4) The velocity of the air after slowing down from by the duct was taken to be 5m/s. Literature review and parameter selection A study of the relevant topics was done for selecting various parameters of the radiator

Mathematical model of the radiator


In the literature survey we found that the most common methods to find out the parameters of the radiator were by Logarithmic Mean Temperature Difference (LMTD) method and Number of Transfer Units (NTU). These methods require data from experiments. We wanted to get a mathematical model which would give us the parameters without any experimental data being required. Calculation of amount of heat to be rejected The first and foremost parameter which needed to be calculated was the amount of heat to be rejected by the radiator. The following method was followed: Engine specifications: 1) 2) 3) 4) 5) 6) Honda CBR 600 599 cc engine 4 cylinder inline engine Power output: 105.6 hp @ 13,250 rpm Torque output:60.7 Nm @ 10,250 rpm Bore/Stroke: 67mm/42.5mm Cooling: Liquid KW

Conditions in which the radiator will be used:


1) The radiator will be used for the Honda CBR 600 Engine. 2) It will be installed on the NITK Racing FSAE car to be participating in Formula student United Kingdom 2012. Due to the above conditions we have a certain set of constraints 1) The coolant pump pumps at rate of 60 liters/min and the average cruising rpm of the engine 2) Since it is United Kingdom, and the design of side pod also affects the temperature of the air, the air temperature was taken to be 20 degree Celsius. 3) Because the radiator should have a free flow of air, it should not be exactly behind the front tires, so this limits the width of our radiator to 210mm.

Brake power = Brake power = 61.15 KW

Considering mechanical efficiency to be 85% Indicated power = Indicated power = 76 KW Considering the thermal efficiency to be 30% The total energy produced by the engine is:

Heat produced = 255 KW From literature review we found that the percentage in which the energy produced by the engine is used/rejected in the following percentages. 1) 40% in exhaust and unaccounted. 2) 30% as thermal efficiency. 3) 30% for rejection through the cooling system. So the amount of heat to be rejected by the cooling system is 30% of 255 KW which is 76 KW. Radiator components The radiator is made of up of four major components 1) 2) 3) 4) Coolant inlet tank Coolant outlet tank Pressure cap Core

The first task was to select the material of the radiator (fins and tubes). The two most widely used materials were Copper and Aluminum. A comparative study was made and the merits and demerits of the both these materials were noted: Copper: 1) Copper transfers 384 watt/meter-degree. 2) Stronger than aluminum. 3) Will certainly cause corrosion problems. 4) Heavier than aluminum radiators. 5) Not cost effective. 6) Not readily available. Aluminum: 1) Aluminum transfers 177 watt/meter-degree 2) Not as strong as copper radiator. 3) Not cause any corrosion problems. 4) Light weight. 5) Cost effective 6) Easily available. Considering these points we decided that aluminum was way better option than copper radiators. Selection of the type of tubes and fins We had two options, the flat and the round tube. Flat tubes are more efficient in an automobile because they induce lower profile drag as compared to round tubes. Two types of fins are generally used in radiators, flat fin and louvered fins. Louvered fins induce turbulent mixing and increase heat transfer rate by breaking up the growth of the thermal boundary layer from the leading edges of the louvers. Hence louvered fins have very less flow resistance and increase the heat transfer coefficient and compared to a flat fin. The heat transfer coefficient for air side convection for louvered fins and flat fin was calculated and compared. Flat fin calculation:

Coolant tanks are positioned on top and bottom of the core. The coolant circuit is usually pressurized using pressure cap to increase the boiling point of the coolant in many applications, which allows higher operating temperature. The major subcomponents of the core are the coolant tubes and the fins. One of the major design parameters of the radiator is overall size of the core specified by height, width and thickness that highly depends on the packaging. Other parameters are shown in the figure

Fig 1: Radiator basic parts Material of the radiator

Where Re = Reynolds number where Pf=Fin pitch (m) hff = flat fin convection heat transfer coefficient of air (W/m2K) Nu = Nusselt number Ka = Thermal conductivity of air (W/mK) L = Length of the fin (m) Since we consider constant flux of heat getting transferred to the air from the fin, the appropriate relation for Nusselt number is considered. [1] Pl=Louver pitch(m) Lf=Fin length (m) Dt=Tube Depth(m) Ll=Louver length(m) Pt=Tube pitch(m) Tf=Fin thickness (m) hlf= louver fin convection heat transfer coefficient of air (W/m2K) Pr=Prandtl number = Density of air (kg/m3) =Velocity of air (m/s) Where Re = Reynolds number Pr = Prandtl number The Average temperature of the air is considered to be 22 degree Celsius and the temperature of the fin is 78 degree Celsius. So the film temperature was 50 degree Celsius. We get hff= 63.67 W/m2K For louvered fin, the air side heat transfer coefficient, hlf is calculated by the empirical relation suggested by Chang and Wang [2]
( ) ( ( ( ) ) ) ( ( ) ) ( )

(Heat transfer Data Handbook by C.P.Kothandaraman and S.Subramanyan, 7th edition, page number 113)

= Specific heat capacity of air at constant pressure (J/kg.K) These parameters of a louvered fin are standard for a particular manufacturer, so we contacted a manufacturer of radiators and asked him for the data. The data given by him is as follows: Louver pitch Pl =1.14mm Louver height = 0.315mm Louver length = 6.74mm Louver angle = 28 degrees Fin pitch = 2.5mm Fin Length = 8.59mm Fin depth = 23.3mm Fin thickness = 0.1mm

Where j is Colburn factor defined as Tube height = 2.5mm Tube depth = 22mm

Tube thickness = 0.32mm From the above equation and data we get hfl=183.37 W/m2K We can see that the Louvered fin has a higher air side heat transfer coefficient and hence will give a better heat transfer coefficient.

Fig 5: Louvered fin top view

Fig 6: Louver design parameter Since we wanted a program which could predict the dimensions of the core without using experimental data, we used Finite difference method with a grid system, which divided the core into many small control volumes along the tube. The advantage of finite difference method is that it allows us to take into account the significant air temperature increase as well as the minute local variation in the properties and heat transfer coefficient. The major stages in the development of the mathematical model were: 1) Formulate mass conservation equation for the grid system 2) Formulate the energy conservation equation for the grid system 3) Finding the overall heat transfer coefficient using thermal resistance concept. The first step in formulating the mathematical is to define a grid. There were certain assumptions which we made to simplify the model. They are as follows: 1) Air inlet velocity is uniform (5m/s) 2) Temperature variation between tubes are assumed to be negligible This allows us to discretize a single tube assembly and then multiply the result for the

Fig 2: Radiator core with louvered fin The parameters for a louvered fin are as shown in the figure:

Fig 3: Fin pitch and fin thickness

Fig 4: Tube dimensions

number of tubes. The fin and tube assembly was divided into Hi * Wj control volumes. The coolant temperature (Tc), air temperature (Ta) and heat transfer coefficient (U) were calculated at each control volume. The flow of coolant is considered to be from top to bottom (positive Y-direction) and the flow of air is considered to be left to right (positive X direction). The next important step was to formulate the mass conservation relation for this grid system. The mass conservation relation for coolant flow through the tube (top to bottom) is given by:

This will be equal to the cross-sectional area less the blocked area by the tubes and fins. This is given by:

(5)

The y component of the air flow is given by following equation: We considered the louvered fins to have an effective louver angle from 1/6th of the thickness of the radiator till the 5/6th of the thickness. So in the initial 1/6th thickness the air flow in y direction will be zero, from 1/6th to of the thickness the air flow will be in the positive y direction, from thickness to 5/6th of thickness it will in the negative y direction and from 5/6th to the end of the radiator it is zero again. The magnitude of mass flowrate in the y direction can be calculated by the difference in the mass flow in x direction in the (i,j) and (i,j-1) control volume. Now the flow in the y direction is at an angle of 28 degrees and also the area into consideration changes from to . Hence the factor needs to be multiplied to the difference of flow rate. So the equations can be formulated as follows: 0 to Tr/6 and 5Tr/6 to Tr

(1)
The conservation of mass relation at each control volume can be written as (2) Mass conservation for air is a bit complex due to the louvered fins. The air is forced to flow in Y-direction through the louvers. Hence the mass conservation equation for the air flow will include air flow in y-direction as well.

(3)
The mass flow rate in the X direction can be calculated using the following equation (4) Tr/2 to 5Tr/6 We have divided the grid into very small flow areas. The flow area for the air (flow in X direction, so area will be ) Tr/6 to Tr/2

(6)

(7)

(8) Where


(9) Now that we have mass conservation equations, we can move onto the energy conservation equation. We first consider the heat lost by the coolant when it flows through a control volume. We use the basic heat transfer equation ] (10)

(16)
Tr/2 to 5Tr/6

(17) By substituting the above equations, the expression for the air temperature can be derived as

Now the heat transferred from the coolant to the air is the same as the one given above. This heat transferred can also be expressed in terms of overall heat transfer coefficient U(i,j) (Tc-Ta) (11)

From the equations 10 and 11 the equation for the coolant temperature can be obtained as follows:

(22) Now that we have got the temperature distribution of air and coolant we can move on to find out the heat transfer coefficient. To find out the overall heat transfer coefficient we made use of the thermal resistance concept. When the heat is transferred from the coolant to the air, it has three resistances, which are as follows: 1) First will be the convection heat transfer from the coolant to the inner surface of the tube. 2) Conduction resistance due to the tube wall. 3) Convection resistance from the outer surface of the tube to the air via the fins. The heat transfer rate can be expressed with the resistances in series as follows:

(12)

Now we can write the total energy balance equation for the air flow. As the air flows through the louvers in the y direction also, so we need to consider the y component of energy.

(13)
The terms in the above equation can expressed as follows:

(14)
0 to Tr/6 and 5Tr/6 to Tr

(15)
Tr/6 to Tr/2 (23)

Where At = Total surface area of heat transfer hc = convective heat transfer coefficient of the coolant. kt = heat transfer coefficient of Aluminum. ha = air side convective heat transfer coefficient. The heat transfer rate can also be expressed as (24) Hence equating the above 2 equations we get the overall heat transfer coefficient can be written as: Where

( )

(29)

f = friction factor The expression for friction factor is given by Petukhov [4]

(30) The value of friction factor = 0.0397

(25)

Sub model for the convective heat transfer coefficient for the coolant: The relation for hc (convective heat transfer coefficient for coolant) is given by (26) For this we first calculated the Reynolds number:

This relation is used because the Prandtl number value is such that 0.5<Pr<2000 and Re should have a value, 3000<Re<5*106. From the above equations above we get the value of Nusselt number = 24.11 From equation 26 we get the value of hc = 473.14 W/m2K Sub model for air The sub-model for air was done taking into considerations the louvered fin parameters. The velocity of air was considered to be 5 m/s. The temperature at which the calculations were done is 50 . Average temperature of air was considered to be 22 and average coolant temperature in the radiator was considered to be 78 . Hence film temperature was calculated to be 50 . The Reynolds number was obtained as 2392, Prandtl number to be 0.698. For louvered fin, the air side heat transfer coefficient, hlf is calculated by the empirical relation suggested by Chang and Wang [2]

(27) Where Vc = velocity of coolant = 0.4855m/s

Dh=Hydraulic diameter=

=0.0034m

=0.364*10-6 m2/s Therefore Re = 4579 Pr = 2.2

The relation for Nusselt number is that proposed by Gnielinski [3]

) ( (

( ) )

( ( )

) ( )

Inlet coolant temperature = 85 The following results were obtained after running the simulation in Matlab:

Where j is Colburn factor defined as

This relation is valid for Re<3000 From here we got the value of ha as 196.288 The thermal conductivity of Aluminum = 177 W/m.K. From these the overall heat transfer coefficient was calculated by the equation 25 U = 60.2753 W/m2K Now knowing the mass conservation relations and energy conservation relations we can calculate the total heat which can be rejected by a unit height of radiator. Fig 7: Coolant temperature distribution Now the total heat to be rejected by our radiator is calculated as 76 KW. Hence we get the dimension of the height of the radiator as 246mm with a width of 230 mm and 22mm thickness. Radiator selection: The standard size of a radiator available in the market, which is closest to the dimensions obtained by us is a 9 X 12 X 1 . So this is the radiator which is most suitable for us. Simulation in Matlab Boundary conditions: Air velocity = 5m/s Coolant flow rate = 60 liters/min Ambient Temperature = 20 Width of the radiator = 230 mm Fig 8: Air Temperature distribution

The dimensions of the radiator obtained from the simulation and the from the data acquired from the manufacturer are Radiator width : 9 Radiator height : 12 Radiator thickness : 1 Louver pitch Pl =1.14mm Louver height = 0.315mm Louver length = 6.74mm Louver angle = 28 degrees Fin pitch = 2.5mm Fin Length = 8.59mm Fin depth = 23.3mm Fin thickness = 0.1mm Tube height = 2.5mm Tube depth = 22mm Tube thickness = 0.32mm

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