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IJSRD - International Journal for Scientific Research & Development| Vol. 4, Issue 08, 2016 | ISSN (online): 2321-0613
Assessment of Performance of Engine Having Different Sizes of
Perforated Fins
Prashant Sharma1 Siddhartha Kosti2
1
M. Tech Student 2Assistant Professor
1.2
Department of Mechanical Engineering
1,2
SRCEM Banmore, Gwalior
Abstract— Perforation inside the fins has been studied in the
present paper. Fins increase the heat transfer by increasing
the surface area. Circular perforation in a two wheeler engin
has been studied. ANSYS 16.0 has been utilized to solve
present analysis. Al6063, copper and nickel material have
been considered to study heat transfer rate. Perforation has
been done to see its effect on the heat transfer. 2, 4 and 6 mm
perforation on the engine fins have been studied and
compared by engine without perforated fins. Timetemperature cooling curve has been plotted and results reveal
that perforation increases the heat transfer. From the results it
also been noticed that Nickel shows larger heat transfer rate
compared to Al6063 and Cu. Engine having perforated fins
weigh less when compared with engine having solid fins.
Weight analysis shows that Engine made of Nickel weigh
largest compared to Al6063 and Cu engine. Heat transfer has
been found maximum for largest perforation considered in
the study.
Key words: Two Wheeler Bike Engine, Fins
I. INTRODUCTION
All most all the electronic devices today generates large
amount of heat, which needed to be cool down. This heat
can either be cool by passive ways or by active ways. Fins,
also known as extended surface have been most widely used
active ways studied and adopted for the cooling of these
heat generated systems. Perforations in the fins are the
recent topic of research now a day.
Kumbhar et al.1 in 2009 find out the solution of
Heat transfer expansion from a horizontal rectangular fin by
triangular perforations whose bases parallel and towards the
fin base under natural convection has been calculated using
ANSYS. Shaeri and Yaghoubi2, 3 in 2009 numerically
studied the fluid flow and turbulent convection heat transfer
from solid and perforated fins array, thermal performance.
Three-dimensional incompressible Navier-stokes equation
considering air as a working fluid using k-ε RNG turbulence
model has been solved by them. Nagarani et al.4 in 2010
analyzed the heat removing rate and potency for circular and
elliptical rounded fins for various environmental conditions.
If there are changes in ecological conditions, there are
transform in heat transfer co-efficient and efficiency also.
Pise et al.5 in 2010 investigated the research to
evaluate the speed of heat transfer with solid and pervasive
fins. Permeable fins are shaped by adjusting the hard
rectangular extruded surfaces with making 3 holes per fins
that tilt at one half lengths of the fins of two wheeler engine
blocks. Magarajan et al.6 in 2012 mathematically studied on
heat rejection of I C Engine heat removing by extended
surfaces on engine with the help of CFD tool. Paul et al 7 in
2012 find out optimum solution of Extended Fins in the
research of Internal burning of fuel in Engine they found
solution for top speed vehicles wider fins supplied improved
efficiency. Raju et al.8 in 2012 studied the finest plan of an
IC engine cylinder fin array by a binary coded genetic
algorithm. This research also consist the result of difference
between extruded surfaces on different limitations like
whole surface area, heat rejection coefficient and entire heat
transfer.
Dhumne and Farkade9 in 2013 studied staggered
arrangement cylindrical perforated fins heat transfer analysis
and pressure drop. They conducted the different experiments
considering Reynold number varying from 13500 to 42000
to see its effect on the Nusselt number. They concluded that
Reynolds number, fin pitch and fin height are the parameters
which affect the heat transfer rate. Patil et al.10 in 2013 find
out CFD and investigational research of elliptical shaped
fins for heat rejection parameters, heat rejection coefficient
and tube effectiveness by artificial convection. Tarvydas et
al.11 in 2013 studied regarding the heat sink modelling and
performance for an electronic element. They worked on
FEM process on COMSOL software for the thermal
modelling of the heat rejection. They studied the result of
the meshing processes on the time taken by COMSOL for
completed solution of the heat Sink.
Wange et al.12 in 2013 conducted experimental and
computational investigation of fin array and given that the
heat removing coefficient is high in indentation fin array
than not including notch fin array. Designing limitations of
fin affects on the working of fins, so appropriate collection
of geometric parameter. Dhanawade et al.13 in 2014 studied
the effect of perforation during forced convection heat
transfer considering square and circular perforation. They
varied the Reynolds number 21×104 – 8.7×104, geometry of
perforation and size of perforation. Ismail et al.14 in 2014
numerically studied the heat transfer and flow of fluid inside
the fins having lateral perforations. The governing
parameter of their study was Reynolds number and they
varied it from 2000-5000. They used k-ε and RANS model
to calculate the fluid flow and heat transfer and found in
good agreement.
Wang et al.15 2014 studied the porous media
approach for plate-fin heat exchanger to study the
hydrodynamic characteristics numerically. They developed
a correlation between the Reynolds number, pressure drop
and flow distribution. They concluded that the inclusion of
viscous resistance makes the flow distribution unaffected by
the Reynolds number but it shows inverse effect on the
pressure drop for a same Reynolds number. Warrier et al. 16
in 2014 conducted design and modelling of perforated side
walls in a micro-channel system and proposed a new model.
Yang and Li17 in 2014 conducted the three dimensional
study of hydraulic performance of plate-fin heat exchanger
having strip fins.
Damook et al.18 in 2015 investigated the thermal
performance of perforated heat sinks experimentally and
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Assessment of Performance of Engine Having Different Sizes of Perforated Fins
(IJSRD/Vol. 4/Issue 08/2016/185)
numerically. They designed a perforated heat sink having
perforation and studied the heat transfer and pressure drop
both experimentally and
numerically by CFD
(computational fluid dynamics). Nitnaware et al.19 in 2015
find out the result of fin designs, coefficient of heat transfer
coefficient (h) and material (K) is studied for the heat loss
for air cooling of an I.C. engine. Also heat remove per unit
mass of fin is higher for conical shape fin than rectangular
shape therefore tapering fins are favoured over rectangular
cross section fins. The speed of heat transfer increases with
increase in h, linearly, for small values of h. Aluminium is
the better material for designing fins for air-cooled IC
engines due to low weight, high rate of heat transfer and
lower cost.
Liu et al.20 in 2016 numerically studied the
perforated finned tube heat exchanger having large fin
pitches. They studied the air side heat transfer by varying
the Reynolds number from 750-2350. They used Gambit for
developing the mesh of the geometry and Fluent 15.0 for
solving the problem considering k-ε turbulence model. They
noticed that heat transfer increases from 2.7 to 9.2% when
fin pitches varied from 20 to 7.5mm for Reynolds number of
2350. They noticed decrement in heat transfer for pitch size
of 7.5mm for Reynolds number 750. Stark et al. 21 in 2016
developed a numerical model for heat pipes having finned
condenser to study the heat transfer rates. They solved threedimensional Navier-stokes equation (mass, momentum and
energy). They validated the results of SST simulation with
experimental results and found in good agreement.
Present paper here deal with analysis of
temperature and heat flux distribution of two-wheeler engine
with and without perforated fins. ANSYS 16.0 has been
used in the present analysis. Al6063 and Nickel as engine
material have been studied. Time-temperature history curve
and weight analysis have also been conducted.
(a) With 4mm perforation
(b) With 6mm perforation
Fig. 1: Geometries of the engine with different size of
perforation
III. RESULT AND DISCUSSION
Figure 2, 3 and 4 represents the time-temperature cooling
curves. Figure 2 represents Al6061 material cooling curves
for all three perforation considered in the present study.
From the figures it can be noticed that with increment in the
perforation size minimum temperature is decreasing, which
represents that the heat transfer increases. Same behaviour
has been observed for Nickel and Copper as well as shown
in figure 3 and 4 respectively.
(a) Without hole
II. MODELING
A two wheeler bike engine has been chosen and modelled in
the design modeller of the ANSYS. Circular perforation in
the fins has been made. Figure 1 shows the geometries of
the engine with perforated fins of different diameter (2, 4
and 6mm). Figure 1a is without any perforation while
figures 1b to 1d are with 2mm, 4mm and 6mm perforation
respectively. Automatic meshing has been adopted for the
present work. One can observe the difference between the
meshed view of the perforated fin engine and solid fin
engine. Meshing is fine in case of perforated fin engine
when compared with engine with solid fins.
(b) 2mm hole
(a) 4mm hole
(a) Without perforation
(b) With 2mm perforation
(b) 6mm hole
Fig. 2: Time temperature cooling curve for Al6063
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Assessment of Performance of Engine Having Different Sizes of Perforated Fins
(IJSRD/Vol. 4/Issue 08/2016/185)
(a) Without hole
(b) 2mm hole
(a) 4mm hole
(b) 6mm hole
Fig. 3: Time temperature cooling curve for Cu
(a) Without hole
(b) 2mm hole
(a) 4mm hole
(b) 6mm hole
Fig. 4: Time temperature cooling curve for Cu
Table 2, 3, 4 and 5 represents the maximum and
minimum values of heat flux and temperature for all the
perforation considered. Table 2 is for 6mm perforation, table
3 is for 4mm perforation, table 4 is for 2mm perforation and
table 5 is for without perforated fin engine. Difference
between the values can be easily observed.
Heat flux (min)
Temperature (max) Temperature (min)
Material with 6mm hole Heat flux (max)
Al 6063
4.1145 W/mm² 7.7989e-003 W/mm²
1099.8 °C
743.36 °C
Copper
4.6861 W/mm² 8.3106e-003 W/mm²
1099.8 °C
891.79 °C
Nickel
3.1506 W/mm² 5.5427e-003 W/mm²
1099.8 °C
518.11 °C
Table 2: Maximum and minimum values for 6mm perforated fin engine
Material with 6mm hole Heat flux (max)
Heat flux (min)
Temperature (max) Temperature (min)
0.28758 W/mm² 2.0183e-004 W/mm²
1099.8 °C
751.52 °C
Al 6063
0.39271 W/mm² 8.0077e-004 W/mm²
1099.8 °C
897.39 °C
Copper
0.0856 W/mm2 1.3025e-006 W/mm²
1099.8 °C
527.47 °C
Nickel
Table 3: Maximum and minimum values for 4mm perforated fin engine
Material with 6mm hole Heat flux (max)
Heat flux (min)
Temperature (max) Temperature (min)
0.3026 W/mm2
99.16e-006 W/mm²
1099.8 °C
756.81°C
Al 6063
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Assessment of Performance of Engine Having Different Sizes of Perforated Fins
(IJSRD/Vol. 4/Issue 08/2016/185)
0.413 W/mm²
748.54e-006 W/mm²
1099.8 °C
900.98 °C
0.0873 W/mm² 1.1355e-006 W/mm²
1099.8 °C
533.76 °C
Table 4: Maximum and minimum values for 2mm perforated fin engine
Material with 6mm hole Heat flux (max)
Heat flux (min)
Temperature (max) Temperature (min)
0.9523 W/mm2
0.16690 W/mm2
1099.8 °C
763.3 °C
Al 6063
1.1928 W/mm2
0.17594 W/mm2
1099.8 °C
905.4 °C
Copper
0.4018 W/mm2 1199e-002 W/mm2
1099.8 °C
541.3 °C
Nickel
Table 5: Maximum and minimum values for without perforated fin engine
[9] Damook, A. A., Kapur, N., Summers, J. L., &
Total weight with Total weight
Material
Thompson, H. M. (2015). An Experimental and
2mm hole
w/o hole
Computational Investigation of Thermal Air Flows
1.0772 kg
1.0798 kg
Al 6063
through Perforated Pin Heat Sinks, Applied Thermal
3.5639 kg
3.5725 kg
Copper
Engineering, 89, 365-376.
3.5507 kg
3.5593 kg
Nickel
[10] Liu, X., Yu, J., & Yan, G. (2016). A Numerical Study
Table 6: Weight comparison
on the Air-Side Heat Transfer of Perforated FinnedTube Heat Exchangers with Large Fin Pitches,
IV. CONCLUSION
International Journal of Heat and Mass Transfer, 100,
Time-temperature cooling curve has been plotted and results
199-207.
reveal that perforation increases the heat transfer.
[11] Stark, J. R., Sharifi, N., Bergman, T. L., & Faghri, A.
Heat transfer has been found maximum for largest
(2016). An Experimentally Verified Numerical Model
perforation considered in the study.
of Finned Heat Pipes in Crossflow, International
Nickel shows larger heat transfer rate compared to
Journal of Heat and Mass Transfer, 97, 45-55.
Al6063 and Cu.
[12] Tarvydas P., Noreika A. and Staliulionis Z., 2013,
Engine having perforated fins weigh less when
research of Heat Sink Modelling working, Elektronika
compared with engine having solid fins.
Ir Elektrotechnika, 19(3), pp. 43-46.
Engine made of Nickel weigh more than three
[13] Paul J. A., Vijay S. C., Magarajan U. and Raj R. T. K.,
times when compared with engine made of Al6063.
2012, investigational and Parametric research of
extruded surface in the investigation of Internal
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