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Design and modification of radiator in I.C. engine cooling system for

maximizing efficiency and life

Article · January 2016

DOI: 10.17485/ijst/2016/V9i2/85810

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 ISSN (Print) : 0974-6846
Indian Journal of Science and Technology, Vol 9(2), DOI: 10.17485/ijst/2016/V9i2/ 85810, January 2016 ISSN (Online) : 0974-5645

Design and Modification of Radiator in I.C.

Engine Cooling System for Maximizing
Efficiency and Life
R. Paul Linga Prakash1, M. Selvam1, A. Alagu Sundara Pandian1, S. Palani1* and K. A. Harish2
1
Department of Mechanical Engineering, Vel Tech Multitech, Avadi, Chennai – 62, Tamil Nadu, India;
paullingaprakash@veltechmultitech.org, mselvam@veltechmultitech.org,
alagusundarapandia@veltechmultitech.org, spalani@veltechmultitech.org
Department of Management Studies, Vel Tech High Tech Dr. Rangarajan Dr. Sakunthala Engineering College,
2

Avadi, Chennai – 62, Tamil Nadu, India; planning@veltechmultitech.org

Abstract
Background/Objectives: Engine produces high amount of heat while running. This can raise the engine temperature to
very high level and can damage or seize the engine components. Hence for the safety of engine components, it needs to run
at much lower temperature, which is called engine working temperature. Methods/Statistical Analysis: Radiator plays
a vital role in engine cooling system. When increasing the cooling efficiency of radiator causes increase the life time of
engine. The efficiency of the radiator can be increased by changing the surface area or dimension of the tube or increasing
the number of fins/tubes. The heat transfer rate for the existing radiator could be analyzed. Findings: After analyzing the
existing radiator, the new radiator has been designed. Two flat plates are placing inside the tube which acts as the nozzle.
Hence, nozzle velocity increases and pressure decreases. Pressure is directly proportional to temperature. Application/
Improvements: Thus, the temperature of coolant inside the radiator decreases. As a result efficiency of the proposed
radiator is increased 5.37% when comparing with existing method.

Keywords: Cooling System, I.C. Engine, Performance, Radiator

1. Introduction system heat transfer must be improved. The better heat

transfer depends upon the surface area of the radiator.
The demand for more powerful engines in smaller At the same time we must be considered the customer
hood spaces has created a problem of insufficient rates expectation that is size of the radiator according the size
of heat dissipation in automotive radiators. Upwards of the vehicles. So, it is needed to design the radiator tubes
of 33% of the energy generated by the engine through to satisfy both high heat transfer as well as optimum size
combustion is lost in heat. Insufficient heat dissipation of the radiator for customer expectation.
can result in the overheating of the engine, which leads The different factors are influencing in the functions
to the breakdown of lubricating oil, metal weakening of of radiator. Radiator incorporated with atmosphere air,
engine parts, and significant wear between engine parts. flow of the coolant present in the system, density of the
To minimize the stress on the engine as a result of heat cooling fins as well as temperature of the air intake into
generation, automotive radiators must be redesigned to the system. It is identified that when the atmospheric air
be more compact while still maintaining high levels of and the mass flow rate of the coolant raising the cooling
heat transfer performance. capacity of the radiator be increases1,2. When deviating
In order to improve the cooling effect in the cooling the geometrical size of the cooling fins from its optimum

* Author for correspondence

 Design and Modification of Radiator in I.C. Engine Cooling System for Maximizing Efficiency and Life

the effect of cooling be reduces3. Surface dimples of In this research work a new radiator is designed
the cooling fins endorse the turbulent mixing in the after analyzing the existing radiators. Two flat plates are
flow along with increasing heat transfer4. The thermal placing inside the tube which acts as the nozzle. Hence,
conductivity of the ethylene glycol+water, diethylene nozzle velocity increases and pressure decreases. Pressure
glycol+water and triethylene glycol+water mixtures, is directly proportional to temperature.
measured temperatures ranging from 25°C to 40°C in
addition to concentrations from 25 wt. % glycol to 75
wt.% glycol. Raising concentration of glycol causes for
2. Cooling System in I.C. Engine
reducing the thermal conductivity5. Engine produces high amount of heat while running.
The circular design of radiators which are made This can raise the engine temperature to very high level
with compact, low cost, better performance as well as and can damage or seize the engine components. Hence
least power required for rotating fan and higher mass of for the safety of engine components, it needs to run at
airflow6. much lower temperature, which is called engine working
When reducing the individual channel diameter temperature. Engine cooling system keeps the engine
cases reducing the mass flow rate. When maximizing the running at its working temperature by removing excess
individual diameter lead to make turbulent flow7. Compact heat. Coolant is mixture of water and antifreeze which
heat exchangers could be translating higher energy by flows through the engine cooling system to absorb the
means of effective as well as low cost when comparing excess heat and dissipate it through radiator. Engine
other kinds of heat exchangers8. Two approaches that are coolant is mixture of Antifreeze and Water. It is generally
passive and active considered while designing compact mixed in 30:70 to 50:50 ratio depending on weather
heat exchangers for increasing cooling performance as conditions in which vehicle is used. 50% of Antifreeze is
soon as not affect its pressure9. When experiencing lower used in conditions where the temperature falls below -15o
coolant temperature, greater depth of the air flow, smaller Centigrade. 30% of Antifreeze is used in conditions where
pitch of the cooling fins causes pressure drop in the cooling the temperature does not fall below -15o Centigrade.
system10. The volume of the flow rate and also the type Antifreeze is mixture of Glycol and Additives. It has
of the working fluid are the major peculiarity that will be anti rust properties to avoid rusting of engine passages.
tested by using this radiator test rig, causing the changes It has very low freezing temperature to avoid freezing in
in the rate of the heat transfer. Such phenomena created extreme cold conditions. The schematic of liquid cooling
to replicate the same system applied in the real automobile system is shown in Figure 1.
system where it would cost in very large scale if those
analyses and experiments carried out in that engine bay11.

Figure 1. Images of (a)existing and (b) modified radiator tubes

2 Vol 9 (2) | January 2015 | www.indjst.org Indian Journal of Science and Technology
 R. Paul Linga Prakash, M. Selvam, A. Alagu Sundara Pandian, S. Palani and K. A. Harish

2.1 Radiator 2.6 Water Pump

Radiator otherwise called as heat exchanger with Water pump circulates the coolant by pushing it through
the purpose of take out heat from engine. Here heat engine passages and radiator. It is usually mounted on
is transmitting through coolant liquid medium to cylinder block and powered by engine through the belt.
atmosphere. It consists of core, top and bottom tank. Core
is designed with two sets of passageway, one set of tube 2.7 Thermostat Valve
as well as fin. Liquid coolant is flows inside the fins as Thermostat valve allows the flow of coolant to radiator
soon as air gets flow its outer surfaces. The heat presents only when working temperature is attained after
in the engine is absorbing by the coolant and carrying via starting the engine. This helps engine to attain working
radiator then exchange to atmosphere. temperature quickly. It also avoids overcooling of engine
and resulted fuel wastage.
2.2 Radiator Cap
Radiator cap maintains a constant high pressure in the 2.8 Radiator Cooling Fins
cooling system, which increases the boiling temperature Radiator cooling fins are increases the total surface area of
of engine coolant. The increased temperature helps in the metal body which provides cooling effect and hence,
easy dissipation of heat to atmosphere because of higher improve the efficiency to maximum cooling effect. It also
difference in radiator temperature and ambient temperature. speeds up the transfer of heat energy.
It contains two valves. High pressure valve maintains the
pressure in the system. It opens to release the coolant to
coolant reservoir if pressure increases more than a limit. Low 3. Heat Transfer Analysis of
pressure valve or vacuum valve opens to allow the flow of Proposed Radiator
coolant back to radiator when engine cools down.
The images of existing and modified radiator tubes are
2.3 Coolant Reservoir shown in Figure 2 (a) and (b) respectively.
Coolant reservoir stores the coolant which flows out
from radiator cap when engine temperature and coolant
pressure rises. It also allows the flow of coolant back to
radiator when engine cools down. This avoids the loss of
coolant and frequent top ups.

2.4 Radiator Cooling Fan

Cooling fan maintains the flow of air through the radiator
to dissipate the excess heat of engine to atmosphere. There
are two types of cooling fans, mechanical fan and electrical
fan. Mechanical fan is generally connected to engine
crankshaft through a belt and set of pulleys. Electrical fan
has a electric motor which is controlled either by a fan Figure 2. Schematic of liquid cooling system.
switch installed on radiator tank or by ECM which turns CAD modeling of the proposed radiator front, side and top
it ON or OFF with the help of coolant temperature sensor. views are shown in Figure 3 (a), (b) and (c) respectively.
The tube and nozzle dimensions of proposed radiator
2.5 Radiator Hose are shown in Figure 4 (a) and (b) respectively.
Hoses connect the components of cooling system that Specific heat ratio is
is top and bottom radiator tanks to the engine coolant γ = cp / c v
passages. They also connect the heater coil to the system. To find cv
cp of water = 4186 kJ/kgoc

Vol 9 (2) | January 2016 | www.indjst.org Indian Journal of Science and Technology 3
 Design and Modification of Radiator in I.C. Engine Cooling System for Maximizing Efficiency and Life

R = 461.5J/kgK For γ = 1.3 and M = 0.021 (isentropic flow)11

R = cp – c v p1/p01 = 0.999
Cv = 4186 - 461.5 T1/T01 = 0.999
Cv = 3724.5
Temperature at Point 2
P1 = ρgh
= 1000 × 9.81 × 394e-3
P1 = 3865.1 N/m2
P1 = 0.03865×e5 N/m2
P1 / P01 = 0.999[11]
P01 = P1 / 0.999
P01 = 3865.1 / 0.999
P01 = 3868 N/m2
P01 = 0.03868 e5 N/m2
T1/T01 = 0.999[11]
T01 = 363 / 0.999 (T1 = 90°c = 363K)
T01 = 363.36 K
(For γ =1.3, M=0.021) 11
A1 / A* = 29.268
A1 = l × b
Figure 3. CAD modeling of the proposed
= 10.7 × 1.8
radiator (a) front (b) side and (c) top views.
= 1.926 e-5 m2
A* = A1 / 29.268
A* = 6.58 e-5 m2
A2 = l × b
= 5 × 1.8
A2 = 9e-6 m2
A2 / A* = (9e-6) / (6.58e-5)
A2 / A* = 13.67
M2 = 0.04
For M2=0.04 (isentropic flow) 11
T2 / T02 = 0.985
P2 / p02 = 0.998
Figure 4. (a) Tube and (b) Nozzle dimensions of T2 = 0.985 × T02
proposed radiator T2 = 0.985 × 363.36 (T02 = T01 = 363.36K)
T2 = 357.9 K
To find γ
γ = cp / cv Heat Transfer Due To Ambient Air
= 4186 / 3724.5 Length of tube with fin contact, L = 90 × 0.1 e-3
γ = 1.3 L = 0.009m
Mach No (M) = c / a Length of tube without fin contact,
a = (γ R T) 0.5 L0 = 0.394 - 0.009 m
a = (1.3 × 461.5 × 363)0.5 (T = 90°c = 363K) L0 = 0.385m
a = 466.67 m/s
c = 9.81 m/s
Heat Transfer with Fins
M=c/a
U = 1 / RA
M = 9.81 / 466.67 = 0.021
ha = 464.096 W/m2k

4 Vol 9 (2) | January 2015 | www.indjst.org Indian Journal of Science and Technology
 R. Paul Linga Prakash, M. Selvam, A. Alagu Sundara Pandian, S. Palani and K. A. Harish

hw = 4500 W/m2k Convection from water to brass

Kb = 110.7 W/mk 1 / (hw A3)
(Thermal conductivity of brass) A3 = 5.089 e-5
Kc = 386 W/mk 1 / (hw A3) = 1 / (4500× 5.089 e-5)
(Thermal conductivity of copper) 1 / (hw A3) = 0.0393
Kw at 900 = 0.67 W/mk
The resistant circuit of radiator tube with fins is shown Conduction in brass plate
in Figure 5. L / kb A4
A4 = 0.0276 m2
L / (Kb A) = (9 e-3) / (110.7 × 0.0276)
L / (Kb A) = 2.945 e-3

Conduction in fins
L / Kc A
A5 = (2 l + 2 b)
Figure 5. Resistant Circuit of Radiator Tube with Fins A5 = (2 × 14.75 e-3 + 2 × 11.75 e-3)
A5 = 0.053
Convection from water to brass L / (kc A5) = 9 e-3 / (386 × 0.053)
1 / hw A1 L / (kc A5) = 4.39 e-4
A1 = 2 l + 2 b (Area of inner tube)
A1 = ( (2 × 10.5 e-3) + (2 × 1.8 e-3))
Convection from fin to air
A1 = 0.0246 m2
1 / ha A5
1 / hw A1 = 1/4500 × 0.0246
A5 = 0.053 m2
1 / hw A1 = 9.033 × e-3
1 / ha A5 = 1 / (464.096× 0.053)
= 0.0406
Conduction In brass plate R = 1 / (hwA1) + L / (kbA2) + 1 / (hwA2) + L / (KwA3) + 1 /
L/KA (hwA3) + L / kb A4 + L / kb A4 + 1 / ha A5
A2 = (2l + 2b) – A1 R = 9.033 e-3 + 3.2008 e-3 + 8.748 e-3 + 9.044 e-3 + 0.0393
A2 = ((2 × 10.7e-3) + (2 × 2e-3)) – 0.0246 + 2.945e-3 + 4.39e-4 + 0.0406
A2 = 0.0254m2 R with fins = 0.1133
L / Kb A2 = 9 e-3 / (110.7 × 0.0254)
L / Kb A2 = 3.2008 e-3
Cross Flow Heat Exchanger (Both Fluid Unmixed)
Temperature
Convection from brass to water Thermostat opening temperature: 90°C
1 / (hw A2) Entry temperature of hot fluid into radiator, (T1) = 90°C
A2 = 0.0254 m2 Atmospheric temperature: 30°C
1 / (hw A2) = 1 / (4500 × 0.0254) Entry temperature of cold fluid, (t1) = 30°C
1 / (hw A2) = 8.748 e-3

To Find
Conduction in water Exit temperature of hot fluid from radiator (T2)
L / Kw A3 Exit temperature of cold fluid from radiator (t2)
A3 = 2 пrl
A3 = 2 п× 0.9 e-3 × 9 e-3
Cross flow heat exchanger (Both fluids unmixed)
A3 = 5.654 e-3
Effectiveness = 1-exp ((exp(-NCn) – 1)/Cn)
L / (Kw A3) = 9 e-3 / (0.67 × 5.654 e-3)
L / (Kw A3) = 9.044 e-3

Vol 9 (2) | January 2016 | www.indjst.org Indian Journal of Science and Technology 5
 Design and Modification of Radiator in I.C. Engine Cooling System for Maximizing Efficiency and Life

Cold Fluid Exit temperature of cold fluid from radiator is 37.53°C.

Specific heat of cold fluid (cpc) = 1.005 KJ/kg K Net Heat Transfer
Mass flow rate of cold fluid (mc) =4.63kg/s Heat Exchanged, (Q) = Cmin(T1- t1)
Q = 0.128× 4656 × (90 – 30)
Hot Fluid Q = 35758.08 W
Specific heat of hot fluid (cph) = 4.718 KJ/kg K
Mass flow rate of hot fluid (mh) = 1.09 kg/s Net Heat Transfer is 35.758 KW.
Heat Transfer occurs due to Nozzle Effect & Ambient Air
To find specific heat ratio Temperature drop = Temperature drop due to nozzle +
specific heat capacity Ccold = mc× cpc Temperature drop due to fins
= 4.63× 1.005 × 103 = 5.1 + 6.7
= 4656W/K. = 11.8 ˚c
Specific heat capacity Chot = mh× cph
= 1.09 × 4.718 × 103 Final Temperature
= 5173W/K. Final Temperature = Inlet temp. – Difference in Temp.
Cmin = 4656W/K. Final Temperature = 90 – 11.8
Cmax = 5173W/K.
C = Cmin / Cmax =4656/5173 Final Temperature = 78.2 ˚c
C= 0.9 Efficiency of Modified Radiator
U = 1/RA Efficiency, η = T1 – T2 / T1
U = 1/(0.888×0.011137) η = 90 – 78.2 / 90
U = 342.769 W/m2K η = 13.1 %
Overall Heat Transfer Coefficient, U = Heat Transfer
per Tube × No. of tubes
U = 342.769 × 186
4. Results and Discussion
U = 63755.05 W/m2K
The calculated values of the inlet-outlet temperature, heat
No of Transfer units (NTU) = UA / Cmin
transfer, effectiveness and efficiency of the existing as well
NTU, (N) = (63755.05×0.011137)/4656
as proposed radiator are tabulated in Table 1.
(N) = 0.1525
n = (N)-0.22 Table 1. Inlet-outlet temperature, heat transfer,
n = (0.1525)-0.22 effectiveness and efficiency of the existing as well as
n = 1.5124 proposed radiator
Description Existing Proposed
Cross Flow Heat Exchanger Radiator Radiator
Effectiveness, ε = 1-exp((exp(-(N)Cn)-1)/Cn) Inlet Temp. T1 90 ˚C 90 ˚C
=1-exp((exp(-0.1525×0.9×1.5124)- Outlet Temp. T2 83.04 ˚C 78.2 ˚C
1)/(0.9×0.1525)) Heat Transfer , Q 32.4 KW 35.7 KW
= 0.128 Air Inlet Temp., t1 30 ˚C 30 ˚C
= (T1 – T2) / (T1 – t2) Air Outlet Temp., t2 36.8 ˚C 37.53 ˚C
= (90 - T2) / (90 – 30) Effectiveness , 0.116 0.128
0.128 = (90 - T2) / 60 Efficiency , η 7.73% 13.1%
T2 = 82.32°C
From the obtained results the Heat transfer rate and
Exit temperature of hot fluid from radiator is 82.32°C. efficiency of the proposed radiator are high. The life time
Heat lost by hot body = Heat gained by cold body of Engine is also increases. In this proposed radiator two
mh × cph× (T1-T2) = mc ×cpc × (t2-t1) flat plates inside the tube which act as the nozzle. Hence
1.09× 4.187 × 103× (90 – 82.32) = 4.63× 1.005 × (t2 - 30) nozzle velocity increases, pressure decreases. Pressure is
t2 = 37.53°C

6 Vol 9 (2) | January 2015 | www.indjst.org Indian Journal of Science and Technology
 R. Paul Linga Prakash, M. Selvam, A. Alagu Sundara Pandian, S. Palani and K. A. Harish

directly proportional to temperature. Thereby pressure 7. References

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