See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/278330006

ADVANCE ENGINE COOLING SYSTEM

Conference Paper · July 2014

CITATIONS READS

0 15,292

1 author:

Abhishek Saini
Nanyang Technological University
7 PUBLICATIONS   9 CITATIONS   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Phased Array Ultrasonic Nondestructive testing View project

All content following this page was uploaded by Abhishek Saini on 16 June 2015.

The user has requested enhancement of the downloaded file.

 International Journal of Advanced Technology & Engineering Research (IJATER)
1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

ADVANCE ENGINE COOLING SYSTEM

AbhishekSaini
Indian Institute of Technology, Patna
makeabhishek@gmail.com
Krishna Singh Bisht
Doon College of engineering and technology, Dehradun
Mail id: krishnabisht@yahoo.com
Sudhanshu Mishra
Doon College of engineering and technology, Dehradun
Sudhanshu.mishra007@gmail.com

vaporization of fuel thereby showing improper burning

Abstract:
The advancement in the field of aerodynamics and the
engine Management system has made the modern
vehicles lot more Faster as compare to one from the
previous generations. The engine size has not increased
much for reaching this much speed and torque
requirement.
Modern engine which produce efficient results in form
of fuel efficiency and power to weight ratio runs at
higher rpm and produce more power every cycle, this
is a great boon but the amount of heat to be released
from the engine to the surrounding increases with the
increase in maximum power and speed requirement.
That is why we need a more advance engine cooling
system that can achieve proper cooling of the engine
without any compromise with the aerodynamics shape
of vehicle.
Key words: engine cooling, convection, carbon foam,
radiator, Nano fluid.
I.INTRODUCTION
The transportation of goods and passengers using the
modern highways where the speed requirement is lot
higher with heavy load on the vehicle combined with
problems in hot summers surely require an advance
engine cooling system.
II. CONVENTIONAL ENGINE
COOLING SYSTEM
Combustion of air and fuel takes place inside the engine
cylinder and hot gases are generated inside an internal
combustion engine. The temperature of gases may rise
up to around 2300-2500 ℃ , which is a very high
temperature and may result into burning of oil film
between the moving parts, pre combustion and may
result into seizing or welding of the moving parts. So,
this temperature must be reduced to lower values at
which the engine will work properly and much more
efficiently. Too much cooling is also not desirable since
it reduces the thermal efficiency and reduces the
in form of black smoke in exhaust.
Though the conventional engine cooling system which
are either air cooled or water cooled are designed to
remove about 30-35% of total heat that the engine
dissipates, for now these system somehow fulfilling the
existing requirements but with the advancement in the
engine technology, increasing relative brake horse
power (BHP), aerodynamic design requirements,
emissions standards and energy crisis, it need
advancement.
 The radiators fitted in current engine cooling
system are limited by air side resistance and require
a large frontal area to meet cooling needs.
 Current engine cooling system has limited heat
dissipation and does not meet the requirement at
high engine output.
 Heat dissipation to volume ratio of the system is
less.
 At high speeds it is difficult to maintain the
temperature of engine components.
 Heat rejected by the system (about 35%of heat
generated) is wasted to the atmosphere.
III. NEW RADIATOR DESIGN
After developing several ideas those are based on
changing the radiator construction or assisting some
other components and process with the system. Such as
changing the type of fin material used, their
construction, use of turbocharger etc.
The pros/cons of these design ideas were considered
based upon the rate of heat dissipation and other
limitations as per individual idea. From which these two
design changes came to be much more promising than
the rest of others.
First one is the use of carbon foam fins instead of
aluminum fins on current radiator design, more heat
dissipation can be obtained. Because carbon foam
increases the surface area exposed to the air. This is
mainly due to the fact that the carbon foam is porous
and allows the air to flow through it in addition to
allowing the air to flow around it.

© IJATER (IOCRSEM- 2014) 103

 International Journal of Advanced Technology & Engineering Research (IJATER)
1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

Apart from this the convective resistance between the = 1.021x 10-4OC W-1
coolant and the tubing can be reduced by Nano-fluids, a Rf, out = R”f, out / Atotal out
two-phase mixtures composed of very fine particles in = 3.3126x10-4OCW-1
suspension in a continuous and saturated liquids (water, We have R”f, in as fouling factor for inside, R”f, out as
ethylene glycol, engine oil), it may provide a very fouling factor for outside,
important enhancement in heat transfer as compared to Rcond = th / [ ktube x Atotal in]
conventional radiator coolant. = 0.0163x10-4 OCW-1
Rout = 1 / ( ɳox 𝒉out x Atotal,out )
Atotal out = 6.037528 m2
IV. DESIGN OF ɳo = 1 –[( As fin tot / Atot)(1-ɳfin)]
CONVENTIONAL RADIATOR ɳfin= .983
ɳo = .985
Considering a conventional car radiator having Height
Let V is velocity of air flow, ν kinematic viscosity of
of 365 mm and Width is 610 mm and depth of radiator
air, As fin total is total fin surface area, As unfin istotal un-
(Lout) is 22mm. The fin dimensions are: thickness of
finned surface area
fin(Thfin) is 0.35, pitch of fin is 1.52 mm, and separation Re = (ρ x v x Lout ) / μ
between two adjacent tubes is 8mm and the tube wall = 5.4x104
thickness of 0.4 mm. Pr = (μ x cp ) / kair
The corresponding value of TH avg (hot water average = .7046
temperature) is 90OCwithQd tubesas discharge rate fluid
𝑵𝒖 = 0.036 x (Re)4/5 x (Pr)1/3
which is 1.30 x 10-3 m3/sec, Qreq= 35596 W at = 195.67
maximum brake horse power of 37969 W, the wind
𝑵𝒖 = ( 𝒉out x Lout ) / kair
velocity which is mainly due to forward motion of
vehicle is (Vair) 150 km/hr. ℎout = 241 W/m2K
Rout = 6.977 x10-4OC W-1
Rate of heat transfer over the surface of radiator is
given by: Rtotal = 16.13693 x 10-4OCW-1
Q= U x A x ϴm U A = 1 / Rtotal
= .6197 x 10-3 W/ OC
And ϴm = TH avg- TC avg = 90– 40 = 50OC
Therefore, the rate of heat transfer for the radiator is Q
UA= 1 / Rtotal,(total thermal resistance between water
= 30984 W over total fin surface area of 5.2096 m2
and air)
and total un-finned surface area of 0.827928 m2.
Where U is overall heat transfer coefficient between
And the difference in heat rate, ∆Q = Qreq - Qact=
two fluids and ϴm is AMTD (arithmetic mean
4612W
temperature difference)
Rtotal = Rin + Rf, in + Rcond + Rout + Rf, out(1) V.A. USING CARBON FOAM: Fin
Rin = 1/ (ℎin x A total,in)
A total,in= .979416 Material
Defining 𝑁𝑢 as nusselt number, Kair as thermal Air–water heat exchangers are commonly employed in
conductivity of air, Re as Reynolds number and Pr as high output internal combustion engine cooling. The
Prandtl number resistance to convective heat transfer on the air side of
Re = (ρ x v x Lc) / μ the heat exchanger dominates in the design of these
= .9937x104 heat exchangers. Large numbers of metal fins are used
Pr = ( μ x cp) / k to provide additional surface area on the air side of the
= 1.8936 heat exchanger to lower the total convective thermal
𝑵𝒖 = 3.66 + [ (0.668 (D/W) x Re x Pr) / (1 + 0.04 ( resistance. These fins are generally made of aluminum
(D/W) x Re x Pr)2/3] having (kaluminum) of 160 - 250 W/m-K. Instead of this
𝑁𝑢= 6.3366 Porous carbon-foamwith effective (stagnant)
𝑁𝑢= (ℎin x Lc) / k,Where Lc is characteristic length. conductivity in the range 40–180 [W/m-K] dueto the
ℎin= 2122.3 W/ m2 K very high specific conductivity of the carbonmaterial (k
Assuming Rin as convective resistance between the = 900–1700 [W/m-K]) depending on theporosity which
water & the inner surface of the tube, Rf,in as fouling is normally between 0.7 and 0.9 using the current
resistance that occurs on the internal surface of the tube, foaming process can be used to replace the aluminum
Rcond as resistance to conduction through tube wall, Rout fins in finned tube radiators.
as resistance between the air and the surface of the fins The unique thermodynamic properties of the foam
and the outer tube surface (it is due to both convection would serve to reduce the thermal resistance of a heat
and conduction resistance to the fin) and Rf out as exchanger. As porous carbon foam has an open,
fouling resistance that occurs on the outer surface of the interconnected internal structure.
tubes.
Rin= 4.81 x 10-4 0C W-1
Rf, in = R”f, in / Atotal in

© IJATER (IOCRSEM- 2014) 104

 International Journal of Advanced Technology & Engineering Research (IJATER)
1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

Rout void =1 / ( ℎout,void x As,fin,void)

= .20312 x 10-4oCW-1

Rout red = 1/( ɳo red x ℎout x Atotal out red)

Atotal,out red = As,fin,total + As,unfin – As front void

As,fin,total= 5.2096 m2
As,unfin = .827928 m2
As front void = As,fin,total x α
= 3.40186 m2
Atotal,out red = 2.635668 m2
ηo red = .86
Rout red = 18.3060 x 10-4oCW-1
1/Rout eff= 1/Rout red + 1/Rout,void
Rout eff= .20077 x 10-4OC W-1
Rtotal = 9.3607 x 10-4OC W-1 from equation of Rtotal
Fig 1 Scanning electron micrograph of the UA = 1/ Rtotal
Carbon foam surface of asingle pore = 1068.296
Therefore, rate of heat transfer from this design
Porosity = 70 %
Q = U x A x ϴm
Dvoid = 350 x 10-6 m
= 53414 W
β = 9000 m2/m3
Which is much greater than the required value Qreq=
α = 0.653
35596 W. Hence, the existing radiator can be made
pfin = 2 x 10-3 m
smaller in size by 203 mm (33 %) in width. That’s
thfin = 0.7 x 10-3 m
means there is an extra availability of 1630 cm 3 space
Nfins row = 304
in engine compartment.
Rout = Rout eff

Fig 3Scanning electron micrograph of the carbon foam

Fig 2Unit cube geometry of carbon foam
surface
Where β is the interior surface area to volume ratio of V.B.USING NANOFLUID: Coolant
the foam andDvoidis the void diameter of the foam.H is
the dimension of the unit cube. Fluid design considering thermal and viscous properties
is a critical aspect of cooling system optimization for a
Now, (1/ Rout eff) = (1/Rout red) + (1/Rout voids) variety of applications. Nano-fluids, a two-phase
Rout void =1 / (ℎout, voidx As,fin,void) mixtures composed of very fine particles in suspension
Re =(V x Dvoid) / ν in a continuous and saturated liquids (water, ethylene
= 859.42 glycol, engine oil), may constitute a very interesting
Pr = (μ x cp) / k alternative for advanced cooling system. It may be
= .7046 possible that important heat transfer enhancement may
𝑁𝑢 = 1.064 x (Re).59 x (Pr)1/3 be achieved while using Nano-fluids compared to the
= 50.9813 use of conventional fluids.
𝑁𝑢 = ( ℎout void x Dvoid ) / k Considering heat performance of water based Nano-
ℎout void = 3947.40 fluids, Al2O3 with 47 nm particle-sizes, in a
As fin void = β x Vol.fin total conventional car radiator based upon the constraint
= 12.47 m2 defined earlier.

© IJATER (IOCRSEM- 2014) 105

 International Journal of Advanced Technology & Engineering Research (IJATER)
1st International Conference on Research in Science, Engineering & Management (IOCRSEM 2014)

k =.76 W/m k 5. Singh, Kirpal. Automobile Engineering (12th

μ = 4.596 x 10-3 N-s/m2 Edition). A.K.Jain, New Delhi, 1969
ν = 4.23 x 10-6 m2/s 6. Brandon Fell, Scott Janowiak, Alexander Kazanis,
Cp =1.456 x 103 J/kg K Jeffrey Martinez. “High Efficiency Radiator
There is increase in kinematic viscosity of water after Design for Advanced Coolant”, University of
other compounds are mixed as described above Michigan, (2007)
Re =(v x Lc) / ν= .076583 x 104 7. Q. Yu, “Thermal engineering model for air–water
Pr = (μ x cp) / k= 9.0429 heat exchangers made of carbon foam finned
𝑵𝒖 = 3.66 + [ (0.668 (D/W) x Re x Pr) / (1 + 0.04 ( tubes”, M.E.Sc. Thesis, The University of Western
(D/W) x Re x Pr)2/3] Ontario, London, Canada, 2004.
𝑁𝑢= 15.5573 8. Q.Yu, Straatman Anthony, “Carbon-foam finned
As Vwater is 1.55 m/s, Lc = 4Ac / P is 2.09 mm tubes in air–water heat exchangers”, The
(characteristic length) thus Lc / W is 3.42 mm. University of Western Ontario, London, Canada,
𝑁𝑢 = (ℎin x Lc) / k The University of Ottawa, Ottawa, ON, Canada,
ℎin= 5657.2 W/m2 K 2005 Tata Indigo Owner’s Manual And Service
Rin = 1.8048 x 10-4 oCW-1 Book
Replacing the value of Rin in equation of Rtotal
Rtotal = 1.313073 x 10-3 o CW-1
UA = 1 / Rtotal
= 761.572 W/oC
There, rate of heat transfer for this design
Q= U x A x ϴm
= 38078.6 W
This rate of heat transfer is greater than the Qreq (35596
W). Hence the radiator can work efficiently even when
air temperature is higher as in warm summer days.

VI. CONCLUSION
The application of carbon foam as the radiator material
in the design shows an increased rate of heat transfer
(Q= 53414 W) which is much greater than the required
value (Qreq= 35596 W).
Hence, the existing radiator can be made smaller in size
by 203 mm (33 %) in width. That’s means there is an
extra availability of 1630 cm3 space in engine
compartment and decrease in the frontal surface area.
Nanofluid, shows an increase rate of heat transfer
(Q=38078 W) that is also a great way to enhanced the
rate of convection between the inner walls of the tubing
and the fluid, this rate of heat transfer is greater than the
required value (Qreq= 35596 W) and hence the radiator
can work efficiently even at higher load and speed
requirement in hot climatic conditions.

Reference
1. Rajput, R. K. Heat And Mass Transfer (5th
Edition). S.Chand, New Delhi, 1999
2. Holman, J. P. Heat Transfer (5th Edition).
McGraw-Hill, New York, NY, 1981
3. Carigan, Russell and Eichelberger, John,
Automotive Technology – Heating & Air-
conditioning (2nd Edition). CenageYesdee, New
York, 2005
4. Giri, N.K. Automobile Mechanics (8th Edition).
Khanna Publishers, New Delhi, 2002

© IJATER (IOCRSEM- 2014) 106

View publication stats