PERFORMANCE ANALYSIS OF AUTOMOBILE RADIATOR USING

NANO FLUID

ABSTRACT

The thermal performance of an automotive radiator plays an important role in

the performance of an automobile’s cooling system and all other associated

systems. For a number of years, this component has suffered from the little

attention with very little changing in its manufacturing cost, operation and

geometry. As opposed to the old tubular heat exchangers currently form the

backbone of today’s process industry with their advanced performance reading

levels tubular heat exchanges can only dream of. In this thesis, we perform first

solid modeling of the Radiator in creo and then this solid model is transferred to

the ANSYS Workbench mesh module for meshing. After completing meshing, this

meshed model is transferred to ANSYS CFD for CFD Analysis. Once CFD Analysis is

complied with ANSYS CFD. Our Aim is to examine how the efficiency of the

radiator can be enhanced by changing certain geometrical and operating

parameter like Fluid Composition (Additives), Composition percentage, Tube

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Diameter etc. After completing all the above parametric study, we can suggest

best configured radiator for optimum performance.

1. INTRODUCTION

There are two main types of cooling system for keeping the temperature of the
automobile engine within the reasonable limits. These are the direct cooling or Air
Cooling and the indirect Air or Water cooling systems. The indirect air cooling is
called Water cooling system. In indirect cooling, as the coolant flows through the
tubes of the radiator, heat is transferred through the Fins and tube walls to the air
by conduction and convection.

1.1 RADIATOR

A radiator is a type of heat exchanger. It is designed to transfer heat from the hot
coolant that flows through it to the air blown through it by the fan. Most modern
cars use aluminum radiators. These radiators are made by brazing thin aluminum
fins to flattened aluminum tubes. The coolant flows from the inlet to the outlet
through many tubes mounted in a parallel arrangement. The fins conduct the
heat from the tubes and transfer it to the air flowing through the radiator. The
tubes sometimes have a type of fin inserted into them called a turbulator, which
increases the turbulence of the fluid flowing through the tubes. If the fluid flows
very smoothly through the tubes, only the fluid actually touching the tubes would

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be cooled directly. The amount of heat transferred to the tubes from the fluid
running through them depends on the difference in temperature between the
tube and the fluid touching it. So if the fluid that is in contact with the tube cools
down quickly, less heat will be transferred. By creating turbulence inside the tube,
all of the fluid mixes together, keeping the temperature of the fluid touching the
tubes up so that more heat can be extracted, and all of the fluid inside the tube is
used effectively.

1.2 PARTS OF THE RADIATOR

1.2.1 RADIATOR HOSES
1.2.2 PRESSURE CAP & RESERVE TANK
1.2.3 RADIATOR CORE
1.2.4 RADIATOR COOLING FAN
1.2.5 COOLING FINS

1.2.1 RADIATOR HOSES

There are several rubber hoses that make up the plumbing to
connect the components of the cooling system. The main hoses are called the
upper and lower radiator hoses. These two hoses are approximately 2 inches in
diameter and direct coolant
between the engine and the
radiator. Two additional
hoses, called heater hoses,
supply hot coolant from the
engine to the heater
core. These hoses are

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approximately 1 inch in diameter. One of these hoses may have a heater control
valve mounted in-line to block the hot coolant from entering the heater core
when the air conditioner is set to max-cool. A fifth hose, called the bypass hose,
is used to circulate the coolant through the engine, bypassing the radiator, when
the thermostat is closed. Some engines do not use a rubber hose. Instead, they
might use a metal tube or have a built-in passage in the front housing.
1.2.2 PRESSURE CAP & RESERVE TANK

As coolant gets hot, it expands. Since the cooling system is sealed, this
expansion causes an increase in pressure in the cooling system, which is normal
and part of the design. When coolant is under pressure, the temperature where
the liquid begins to boil is considerably higher. This pressure, coupled with the
higher boiling point of ethylene glycol, allows the coolant to safely reach
temperatures in excess of 250 degrees.

The radiator pressure cap is a simple device that will maintain pressure in the
cooling system up to a certain point. If the pressure builds up higher than the set
pressure point, there is a spring loaded valve, calibrated to the correct Pounds per
Square Inch (psi), to release the pressure.

When the cooling system pressure reaches the point

where the cap needs to release this excess pressure, a
small amount of coolant is bled off. It could happen
during stop and go traffic on an extremely hot day, or if
the cooling system is malfunctioning. If it does release
pressure under these conditions, there is a system in place to capture the
released coolant and store it in a plastic tank that is usually not pressurized. Since

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there is now less coolant in the system, as the engine cools down a partial
vacuum is formed. The radiator cap on these closed systems has a secondary
valve to allow the vacuum in the cooling system to draw the coolant back into the
radiator from the reserve tank (like pulling the plunger back on a hypodermic
needle) There are usually markings on the side of the plastic tank marked Full-
Cold, and Full Hot. When the engine is at normal operating temperature, the
coolant in the translucent reserve tank should be up to the Full-Hot line. After the
engine has been sitting for several hours and is cold to the touch, the coolant
should be at the Full-Cold line.

1.2.3 RADIATOR CORE

The hot coolant is also used to provide heat to the interior of the vehicle
when needed. This is a simple and straight forward system that includes a heater
core, which looks like a small version of a radiator, connected to the cooling
system with a pair of rubber hoses. One hose brings hot coolant from the water
pump to the heater core and the other hose returns the coolant to the top of the
engine. There is usually a heater control valve in one of the hoses to block the
flow of coolant into the heater core when maximum air conditioning is called for.

1.2.4 RADIATOR COOLING FAN

Mounted on the back of the radiator on the side closest to the engine is
one or two electric fans inside
a housing that is designed to
protect fingers and to direct
the air flow. These fans are

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there to keep the air flow going through the radiator while the vehicle is going
slow or is stopped with the engine running. If these fans stopped working, every
time you came to a stop, the engine temperature would begin rising. On older
systems, the fan was connected to the front of the water pump and would spin
whenever the engine was running because it was driven by a fan belt instead of
an electric motor. In these cases, if a driver would notice the engine begin to run
hot in stop and go driving, the driver might put the car in neutral and rev the
engine to turn the fan faster which helped cool the engine. Racing the engine on
a car with a malfunctioning electric fan would only make things worse because
you are producing more heat in the radiator with no fan to cool it off.

The electric fans are controlled by the vehicle's computer. A temperature sensor
monitors engine temperature and sends this information to the computer. The
computer determines if the fan should be turned on and actuates the fan relay if
additional air flow through the radiator is necessary.

If the car has air conditioning, there is an additional radiator mounted in front of
the normal radiator. This "radiator" is called the air conditioner condenser, which
also needs to be cooled by the air flow entering the engine compartment. You
can find out more about the air conditioning condenser by going to our article on
Automotive Air Conditioning. As long as the air conditioning is turned on, the
system will keep the fan running, even if the engine is not running hot. This is
because if there is no air flow through the air conditioning condenser, the air
conditioner will not be able to cool the air entering the interior

1.2.5 COOLING FINS

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 A fin is a surface that extends from an object to increase the rate of
heat transfer to or from the environment by increasing convection. The amount
of conduction, convection, radiation of an object determines the amount of heat
it transfers. Increasing the temperature difference between the object and the
environment, increasing the convection heat transfer coefficient, or increasing
the surface area of the object increases the heat transfer. Sometimes it is not
economical or it is not feasible to change the first two options. Adding a fin to the
object, however, increases the surface area and can sometimes be economical
solution to heat transfer problems. Circumferential fins around the cylinder of a
motor cycle engine and fins attached to condenser tubes of a refrigerator are a
few familiar examples.

1.3 WORKING OF RADIATOR

FIG 1.3 RADIATOR

The pump sends the fluid into the engine block, where it makes its way through
passages in the engine around the cylinders. Then it returns through the cylinder

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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.

There is also a separate circuit for the heating system. This circuit takes fluid from
the cylinder head and passes it through a heater core and then back to the pump.
On cars with automatic transmissions, there is normally also a separate circuit for
cooling the transmission fluid built into the radiator. The oil from the transmission
is pumped by the transmission through a second heat exchanger inside the
radiator, as shown in fig.1.3

1.4 COOLING SYSTEM & ANTIFREEZE

An automobile’s cooling system is the collection of parts and substances

(coolants) that work together to maintain the engine’s temperature at optimal
levels. Comprising many different components such as water pump, coolant, a
thermostat, etc, the system enables smooth and efficient functioning of the
engine at the same time protecting it from damage. While it’s running, an
automobile’s engine generates enormous amounts of heat. Each combustion
cycle entails thousands of controlled explosions taking place every minute inside
the engine. If the automobile races on and the heat generated within isn’t
dissipated, it would cause the engine to self-destruct. Hence, it is imperative to
concurrently remove the waste heat. While the waste heat is also dissipated
through the intake of cool air and exit of hot exhaust gases, the engine’s cooling
system is explicitly meant to keep the temperature within limits. The cooling
system essentially comprises passages inside the engine block and heads, a pump
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to circulate the coolant, a thermostat to control the flow of the coolant, a radiator
to cool the coolant and a radiator cap controls the pressure within the system. In
order to achieve the cooling action, the system circulates the liquid coolant.

1.5 AUTOMOTIVE USE OF ANTIFREEZE

The term engine coolant is widely used in the automotive industry, which
covers its primary function of convective heat transfer. When used in an
automotive context, corrosion inhibitors are also added to help protect vehicles’
cooling systems, which often contain a range of electrochemically incompatible
metals (aluminum, cast iron, copper, lead solder, etc). Antifreeze was developed
to overcome the shortcomings of water as a heat transfer fluid. In most engines,
freeze plugs are placed in the engine block which could protect the engine if no
antifreeze was in the cooling system or if the ambient temperature dropped
below the freezing point of the antifreeze. If the engine coolant gets too hot, it
might boil while inside the engine, causing voids (pockets of steam) leading to the
catastrophic failure of the engine. Using proper engine coolant and a pressurized
coolant system can help alleviate both problems. Some antifreeze can prevent
freezing till - 870C.

1.6 ANTIFREEZE AGENTS

1.6.1 METHANOL

Methanol, also known as methyl alcohol, carbinol, wood alcohol,

wood naphtha or wood spirits, is a chemical compound with chemical formula

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CH3OH (often abbreviated MeOH). It is the simplest alcohol, and is a light,
volatile, colourless, flammable, poisonous liquid with a distinctive odor that is
somewhat milder and sweeter than ethanol (ethyl alcohol). At room temperature
it is a polar liquid and is used as an antifreeze, solvent, fuel, and as a denaturant
for ethyl alcohol. It is not very popular for machinery, but it can be found in
automotive windshield washer fluid, de-icers, and gasoline additives to name a
few.

1.6.2 ETHYLENE GLYCOL

Ethylene glycol (IUPAC name: ethane-1, 2-diol) is an organic compound

widely used as an automotive antifreeze and a precursor to polymers. In its pure
form, it is an odorless, colorless, syrupy, sweet tasting liquid. However, ethylene
glycol is toxic, and ingestion can result in death.

Ethylene glycol solutions became available in 1926 and were marketed as

“permanent antifreeze,” since the higher boiling points provided advantages for
summertime use as well as during cold weather. They are still used today for a
wide variety of applications, including automobiles. Being ubiquitous, ethylene
glycol has been ingested on occasion, causing ethylene glycol poisoning. Coolant
containing ethylene glycol should not be disposed of in a way that will result in it
being ingested by animals, because of its toxicity. Many animals like its sweet
taste. As little as a teaspoonful can be fatal to a cat, and four teaspoonfuls can be
dangerous to a dog. In some places it is permitted to pour moderate amounts
down the toilet, but there are also places where it can be taken for processing.

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 1.6.3 PROPYLENE GLYCOL

Propylene glycol, on the other hand, is considerably less toxic and

may be labeled as “nontoxic antifreeze”. It is used as antifreeze where ethylene
glycol would be inappropriate, such as in foodprocessing systems or in water
pipes in homes, as well as numerous other settings. It is also used in food,
medicines, and cosmetics, often as a binding agent. Propylene glycol is fig. 4 is
“generally recognized as safe” by the Food and Drug Administration (FDA) for use
in food. However, propylene glycol-based antifreeze should not be considered
safe for consumption. In the event of accidental ingestion, emergency medical
services should be contacted immediately.

1.7 FUNCTIONS OF ANTIFREEZE

Engine antifreeze and additive mixture for automobile radiator are meant
to

1.7.1 Reduce cooling system corrosion

Every automotive cooling system will corrode eventually, but this

mixture of antifreeze and additive will make the overall process of corrosion slow
therefore, increasing the life of cooling system.

1.7.2 Reduce cavitation

In large diesel engines, air or tiny bubbles in the coolant can cause
serious problems or engine overheating. So, for a diesel vehicle, it is highly
recommended that a cavitation reducing engine coolant must be used.

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 1.7.3 Buffer the acidity of your engine coolant

The more acidic an engine coolant, the more quickly it can corrode
and damage the cooling system and automobile radiator.

1.7.4 Raise the boiling point of the engine coolant

A higher boiling temperature means that the coolant can cool better
as the engine gets hotter. It also reduces the chance of blowing a head gasket.

1.8 MATERIALS
Up to the 1980s, radiator cores were often made of copper (for fins)
and brass (for tubes, headers, and side-plates, while tanks could also be made
of brass or of plastic, often a polyamide). Starting in the 1970s, use
of aluminium increased, eventually taking over the vast majority of vehicular
radiator applications. The main inducements for aluminium are reduced weight
and cost. However, the superior cooling properties of Copper-Brass over
Aluminium makes it preferential for high performance vehicles or stationary
applications. In particular MW-class installations, copper-brass constructions are
still dominant (See: Copper in heat exchangers). CuproBraze is a copper-alloy heat
exchangertechnology for harsh temperature and pressure environments such as
those in the latest generations of cleaner diesel engines mandated
by environmental regulations.[3][4] Its performance advantages over radiators
made with other materials include better thermal performance, heat transfer,

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size, strength, durability, emissions, corrosion resistance, repairability, and
antimicrobial benefits.

1.8.1 ALUMINIUM PROPERITIES

1.8.1.1 Weight

One of the best known properties of aluminium is that it is light, with

a density one third that of steel, 2,700 kg/m3. The low density of aluminium
accounts for it being lightweight but this does not affect its strength.

1.8.1.2 Strength

Aluminium alloys commonly have tensile strengths of between 70 and 700 MPa.
The range for alloys used in extrusion is 150 – 300 MPa. Unlike most steel grades,
aluminium does not become brittle at low temperatures. Instead, its strength
increases. At high temperatures, aluminium’s strength decreases. At
temperatures continuously above 100°C, strength is affected to the extent that
the weakening must be taken into account.

1.8.1.3 Linear expansion

Compared with other metals, aluminium has a relatively large coefficient of linear
expansion. This has to be taken into account in some designs.

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1.8.1.4 Machining: Aluminium is easily worked using most machining methods
– milling, drilling, cutting, punching, bending, etc. Furthermore, the energy input
during machining is low.

1.8.1.5 Formability

Aluminium’s superior malleability is essential for extrusion. With the metal either
hot or cold, this property is also exploited in the rolling of strips and foils, as well
as in bending and other forming operations.

1.8.1.6 Conductivity: Aluminium is an excellent conductor of heat and

electricity. An aluminium conductor weighs approximately half as much as a
copper conductor having the same conductivity.

1.8.1.7 Joining

Features facilitating easy jointing are often incorporated into profile design.
Fusion welding, Friction Stir Welding, bonding and taping are also used for joining.

1.8.1.8 Reflectivity

Another of the properties of aluminium is that it is a good reflector of both visible

light and radiated heat.

1.8.1.9 Screening EMC

Tight aluminium boxes can effectively exclude or screen off electromagnetic

radiation. The better the conductivity of a material, the better the shielding
qualities.
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1.8.1.10 Corrosion resistance

Aluminium reacts with the oxygen in the air to form an extremely thin layer of
oxide. Though it is only some hundredths of a (my)m thick (1 (my)m is one
thousandth of a millimetre), this layer is dense and provides excellent corrosion
protection. The layer is self-repairing if damaged.

Anodising increases the thickness of the oxide layer and thus improves the
strength of the natural corrosion protection. Where aluminium is used outdoors,
thicknesses of between 15 and 25 ¥ìm (depending on wear and risk of corrosion)
are common.

Aluminium is extremely durable in neutral and slightly acid environments.

In environments characterised by high acidity or high basicity, corrosion is rapid.

1.9 ASSUMPTIONS

The results obtained are based on the following assumptions:

a) Velocity and temperature at the entrance of the radiator core on both air and
coolant sides are uniform.

b) There are no phase changes (condensation or boiling) in all fluid streams.

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c) Fluid flow rate is uniformly distributed through the core in each pass on each
fluid side. No stratification, flow bypassing, or flow leakages occur in any stream.
The flow condition is characterized by the bulk speed at any cross section.

d) The temperature of each fluid is uniform over every flow cross section, so that
a single bulk temperature applies to each stream at a given cross section.

e) The heat transfer coefficient between the fluid and tube material is uniform
over the inner and outside tube surface for a constant fluid mass flow rate.

f) For the extended fin of the radiator, the surface effectiveness is considered
uniform and constant.

g) Heat transfer area is distributed uniformly on each side

h) Both the inner dimension and the outer dimension of the tube are assumed
constant.

i) The thermal conductivity of the tube material is constant in the axial direction.

j) No internal source exists for thermal-energy generation.

k) There is no heat loss or gain external to the radiator and no axial heat
conduction in the radiator. l) Thermal conduction parallel to the flow direction of
both the wall and the fluids are equal to zero.

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 2. LITERATURE

Oliet et al. (2007) studied different factors which influence radiator

performance. It includes air, fin density, coolant flow and air inlet
temperature. It is catch that heat transfer and performance of radiator
strongly affected by air & coolant mass flow rate. As air and coolant
flow increases cooling capacity also increases. When the air inlet
temperature increases, the heat transfer and thus cooling quantity
decreases. Smaller fin spacing and greater louver fin angle have higher
heat transfer. Fin density may be increased till it blocks the air flow and
heat transfer rate reduced.

Sulaiman et al. (2009) use the computational Fluid Dynamics (CFD)

modeling simulation of air flow distribution from the automotive
radiator fan to the radiator. The task undertook the model the
geometries of the fan and its surroundings is the first step. The results
show that the outlet air velocity is 10 m/s. The error of average outlet
air velocity is 12.5 % due to difference in the tip shape of the blades.
This study has shown that the CFD simulation is a useful tool in
enhancing the design of the fan blade. In this paper this study has

17
shown a simple solution to design a slightly aerodynamic shape of the
fan hub.

Chacko et al. (2005) used the concept that the efficiency of the vehicle
cooling system strongly rely on the air flow towards the radiator core. A
clear understanding of the flow pattern inside the radiator cover is
required for optimizing the radiator cover shape to increase the flow
toward the radiator core, thereby improving the thermal efficiency of
the radiator. CFD analysis of the baseline design that was validated
against test data showed that indispensable area of re-circulating flow
to be inside the radiator cover. This recirculation reduced the flow
towards the radiator core, leading to a reputation of hot air pockets
close to the radiator surface and subsequent disgrace of radiator
thermal efficiency. The CFD make able optimization led to radiator
cover configuration that eliminated these recirculation area and
increased the flow towards the radiator core by 34%. It is anticipated
that this increase in radiator core flow would important to increase the
radiator thermal efficiency.

Jain et al. (2012) presented a computational fluid dynamics (CFD)

modeling of air flow to divide among several from a radiator axial flow
fan used in an acid pump truck Tier4 Repower. CFD analysis was
executed for an area weighted average static pressure is variance at the

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inlet and outlet of the fan. Pressure contours, path line and velocity
vectors were plotted for detailing the flow characteristics for dissimilar
orientations of the fan blade. This study showed how the flow of air
was intermittent by the hub obstruction, thereby resulting in unwanted
reverse flow regions. The different orientation of blades was also
considered while operating CFD analysis. The study revealed that a left
oriented blade fan with counterclockwise rotation 5 performed the
same as a right oriented blade fan with rotating the clockwise direction.
The CFD results were in accord with the experimental data measured
during physical testing.

Singh et al. (2011) studied about the issues of geometric parameters of

a centrifugal fan with backward- and forward-curved blades has been
inspected. Centrifugal fans are used for improving the heat dissipation
from the internal combustion engine surfaces. The parameters studied
in this study are number of blades, outlet angle and diameter ratio. In
the range of parameters considered, forward curved blades have 4.5%
lower efficiency with 21% higher mass flow rates and 42% higher power
consumption compared to backward curved fan. Experimental
investigations suggest that engine temperature drop is significant with
forward curved blade fan with insignificant effect on mileage. Hence,
use of forward fan is recommended on the vehicles where cooling
requirements are high. The results suggest that fan with different
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blades would show same an action below high pressure coefficient.
Increase in the number of blades increases the flow coefficient follow
by increase in power coefficient due to better flow guidance and
reduced losses.

Kumawat et al. (2014) illustrated about the axial flow fans, while
incapable of increasing high pressures, they are well relevant for
handling large volumes of air at comparatively low pressures. In
general, they are low in cost, possess good efficiency and can have
blades of airfoil shape. Axial flow fans show good efficiencies, and can
to work at high static pressures if such operation is necessary. The
presentation of an axial fan was simulated using CFD results were
presented in the form of velocity vector and streamlines, which
provided actual flow characteristics of air around the fan for different
number of fan blades. The different parameters similar temperature,
pressure, fan noise, turbulence and were also considered while
performing CFD analysis. The study exposed that a fan with an
optimum number of fan blades performed well as compared to the fan
with less number of fan blades. In general, as a compared between the
efficiency and cost, five to 12 blades are good practical solutions.

Barve et al. (2014) illustrated about design the fan and analyze it for its
strength in structure using the Finite Element Method (FEM) and the

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flow of air all side it using Computational Fluid Dynamics (CFD)
approach. The design of the fan was conducted in phases, starting with
calculating to need all dimensions followed by analytical models to
prove the concept. The results obtained from the analytical studies
determined a potential for a successful design that met greatest of the
above outlined parameters. The calculations of the Flow Rate, Static
Pressure, Velocity Vectors, and Safety in Structural were made. The
structural analysis of the fan represents its strength structurally. The
shear stress, Von-Misses stresses approve the safety of the design in
structural. Torque Optimization: The maximum torque is optimized for
the fan. Its value is 42.5 Nm.

Jama et al. (2014) The airflow distribution and non-uniformity across

the radiator of a full size Results from these tests have shown the best
method for shielding the front end of the vehicle in terms of airflow
equality to be the horizontal way followed by the vertical method.
These shielding methods also produced the high average airflow
velocity across the radiator which is analogous to better cooling. The
results showed that the method to shield the front-end of a passenger
vehicle would be to employ a flat method. This shielding method
produced the high uniform cooling airflow distribution matched to the
other methods. By extension it should also produce the lesser reduction
in cooling capacity for a given intake area.
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Leong et al. (2010) described use of Nano fluids based coolant in the
engine cooling system and its effect on cooling capacity. It is found that
Nano-fluid having higher thermal conductivity than base coolant like
50% water and 50% ethylene glycol. It increases heat transfer. So for
same heat transfer, radiator core area can be decreased matched to
base one. It finds better solution to minimize area. Thermal
performance of a radiator using Nano fluids is increased with increase
in pumping power required compared to same radiator using ethylene
glycol as coolant.

Sai et al. (2014) an experimental study of performance of Al2O3 Nano

fluid in a car radiator was studied in the present work. Nano fluids were
tested in a car radiator by varying the percentage of nanoparticles mix
with the water. Pure water is used in a radiator and its performance
was studied. Al2O3 Nano particles are mixed with the water in 0.025%,
0.05% and 0.1% volume concentration and the performance was
studied. The performance comparison has made between pure water
and Nano fluids tested in a radiator. The convective heat transfer
performance and flow characteristics of Al2O3 nanofluids flowing in an
automotive radiator have been experimentally investigated. Impotent
increase in heat transfer was observed with the used different volume
foci of nanoparticles mixed with water. The experimental result have
shown that the heat transfer enhancement was about 4.56% for
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0.025% Al2O3 nanofluid at 80ºC and this is about 12.4% for 0.1% Al2O3
nanofluid at 80ºC.The results have shown that Al2O3 nanofluid has a
high potential for hydrodynamic flow and heat transfer enhancement in
an automotive radiator.

Trivedi et al. (2012) illustrated the effect of pitch tube for best
configured radiator for optimum presentation. Heat transfer increases
as the surface area of the radiator core is increased. This leads to
change the geometry by modifying the order of tubes in automotive
radiator to increase the surface area for greater heat transfer. The
modification in order of tubes in radiator is carried out by studying the
effect of tube pitch by CFD analysis. Results Shows that as the tube
pitch this decreased or increased than optimum pitch of tubes, the heat
transfer rate increases. So it can suggest that optimum efficiency is
coming at the pitch of 12 mm.

Yadav et al. (2011) presented parametric study on automotive radiator.

In the action evaluation, a radiator is installed into a test setup. The
various parameters including inlet coolant temperature, mass flow rate
of coolant, and etc. are varied. Following remarks are observed during
learning. Influence of coolant mass flow cooling capacity of the radiator
has straightforward relation with the coolant flow rate. With an
increase in the value of cooling flow rate, corresponding increase in the

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value of the effectiveness and cooling capacity. Influence of coolant
inlet temperature is increase in the inlet temperature of the coolant the
cooling capacity of the radiator increases.

Bozorgan et al. (2012) This paper presented a numerical investigation

of the use of copper oxide water nanofluid as a coolant in a radiator of
Chevrolet Suburban IC engine with a given heat exchange and pumping
power for CuOwater capacity. The local convective overall heat transfer
coefficients Nano fluid at different volume fractions (0.1% to 2%) was of
the coolant Reynolds number and the studied under turbulent flow
conditions. Also the effects automotive speed on the radiator
performance are consider in the work. The simulation results indicate
that the total heat transfer coefficient of Nano fluid is better than that
of water alone and therefore the total heat transfer area of the radiator
can be decrease.

Nguyen et al. (2007) studied we have experimentally studied the heat

transfer enhancement delivered by a particular nanofluid, Al2O3 water
mixture, for a water closed system that is destined for cooling of
microprocessors and another heated electronic components. Data
obtained for distilled water and Nano fluid with various component
concentrations, namely 0.95% and 2.2% & 4.5% have eloquently shown
that the use of such a Nano fluid appears especially advantageous for

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cooling of heated component. For the particular concentration of 4.5%,
a heat transfer improvement as much as 23% with respect to that of
distilled water has been achieved.

Satyamkumar et al. (2006) in this cooling system of automotive engine

the water is evaporate at more temperature, so we need to add water
and also water is low capacity of absorb the heat. By using nano fluids
in radiator alternative of water, we can improve the thermal efficiency
of the radiator. So cooling effect of the radiator is improve and the
overall efficiency of engine willpower increased. As heat transfer can be
improving by nanofluids, in Automotive radiators can be made energy
efficient and compact.

Vajjha et al. (2010) have been numerically studied a 3D laminar flow

and heat transfer with two different nanofluid, Al2O3 and CuO, in the
ethylene glycol/water mixture circulating through the flat tubes of an
automotive radiator to evaluate their control over the base fluid.
Convective heat transfer coefficient along the flat tubes with the
nanofluid flow air considerable improvement over the base fluid.
Peyghambarzadeh et al. (2011) have recently investigated the
application of Al2O3/water nanofluids in the radiator by calculating the
tube side heat transfer co-efficient. They have recorded the interesting
enhancement of 45% contrasting with the pure water application under

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highly turbulent flow condition. Peyghambarzadeh et al. have used
diverse base fluids including pure water, pure ethylene glycol and their
binary mixtures with Al2O3 nanoparticles and once again it was proved
that nanofluids enhances the cooling efficiency of the car radiator
extensively.

Kim et al. (2009) Investigated effect of nanofluids on the performances

of convective heat transfer coefficient of a circular straightforward tube
having laminar and turbulent flow with consistent heat flux. This
studied have create that the convective heat transfer coefficient of
alumina nanofluids enhanced in comparison to base fluid by 15% & 20%
in laminar and turbulent flow, separately. This showed that the thermal
boundary layer played a dominant role in the laminar flow while
thermal conductivity played a dominant role in turbulent flow. Be that
as it may no development in convection heat transfer coefficient was
noticed for amorphous molecule nanofluids.

Naraki et al. (2013) found that thermal conductivity of CuO/water

nanofluids much higher than that of base liquid water. Author found
that the total heat transfer coefficient increases with the improvement
in the nanofluid focus from (0 - 0.4) vol. %. Conversely, the enactment
of nanofluid increases the overall heat exchange coefficient up to 8% at
nanofluid focus of 0.4 vol % incomparison with the base fluid.

26
 3. EXPERIMENTAL WORK

3.1 DESIGN OF AUTOMOBILE RADIATOR IN CREO 2.0

3.1.1 PROPOSED DESIGN

The proposed design of radiator is done as per the

standard designing procedure for our project work. It includes the
design of radiator model on 3D modeling mechanical software (CREO)
its manual calculations, CFD analysis on ANSYS software and its results.

CONSIDERED DATA:

Sl.no Parameters Specifiacations

1 TOP HEAD
LENGTH 120mm
HEIGHT 20mm
WIDTH 20mm

2 INLET PIPE
DIAMETER 4mm
THICKNESS 4mm

3 TUBE
CURVE LENGTH 10mm
DIAMETER 3mm
THICKNESS 2mm
WIDTH 85mm

27
 FIN
4 LENGTH 120mm
THICKNESS 1mm
WIDTH 20mm
5
BOTTOM HEAD
LENGTH 120mm
HEIGHT 40mm
WIDTH 20mm

28
 3.1.2 CREO MODEL
The designed model of radiator is made with the help of
CREO software as per dimensions and calculations carried out for our
project work.

3.1.2.1 TOP HEAD

29
 FIG.3.1.2.1: 3D Model of Radiator Top Head

3.1.2.2 TUBE

30
 FIG.3.1.2.2: 3D Model of Radiator Tube

3.1.2.3 FIN

FIG.3.1.2.3: 3D Model of Fin

3.1.2.4 BOTTOM HEAD

31
 FIG.3.1.2.4: 3D Model of Radiator Bottom Head

3.1.3 ASSEMBLY
32
 FIG.3.1.3: 3D Model of Radiator using CREO

3.2 CFD ANALYSIS

Computational fluid dynamics (CFD) study of the system starts with the
construction of desired geometry and mesh for modeling the dominion.
Generally, geometry is simplified for the CFD studies. Meshing is the discretization
of the domain into small volumes where the equations are solved by the help of
iterative methods. Modeling starts with the describing of the boundary and initial
conditions for the dominion and leads to modeling of the entire system. Finally, it
is followed by the analysis of the results, conclusions and discussions.

33
 3.2.1 GEOMETRY
Radiator is modified in the ANSYS workbench design module. It is a cross-
flow heat exchanger. First, the fluid flow (fluent) module from the workbench is
selected. The design modeler opens as a new window as the geometry is double
clicked.

3.2.1.1 SPACE CLAIM

Check whether there are any stiches. Open the volume extract and
select the inlet and outlet to give required fluid domains.

FIG.3.2.1.1: Creation of fluid domain in space claim

3.2.1.2 DESIGN MODELER

34
 The design modeler opens as a new window as the geometry is
double clicked.

Part number Part Of The Model State Type

1 FFF\LAMINA_1\LAMINA_1 SOLID

2 FFF\BASE_1\BASE_1 SOLID

3 FFF\fan fluid domain\Volume FLUID

4 FFF\rad fluid domian\Volume FLUID

35