IRJET- Experimental Investigation of Radiator using Tio2 Nano Fluid as Coolant

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 05 Issue: 08 | Aug 2018 www.irjet.net p-ISSN: 2395-0072
© 2018, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 1460
Experimental Investigation of Radiator using TiO2 Nano fluid As
Coolant
Mr. M.H Nanaware 1, Dr. J.A Hole 2
1 Student, Department of Mechanical Engineering (ME Heat Power) JSPM’s NTC Pune, Maharashtra, India.
2 Assistant Professor Department of Mechanical Engineering, JSPM’s Rajarshi Shahu College of Engineering
Tathawade, Pune.
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Abstract - cooling system plays important roles to control
the temperature of car’s engine. One of the important
elements in car cooling system is the radiator. Radiator
plays an important role in heat exchange. Conventional
coolants like water, ethylene glycol are not efficient enough
to improve the car’s performance. To improve engine
efficiency, reduce weight of vehicle and size of radiator by
using the development of new technology in the field of
‘Nano-materials’ and ‘Nano-fluids’, it seems to effectively use
these technologies in car radiators.
Key Words: Cooling System, Car engine, Heat Exchanger,
Nano-Fluid, Radiator.
1. INTRODUCTION
Automotive radiator is key component of engine cooling
system. Radiators are compact heat exchangers optimized
and evaluated by considering different working
conditions. Coolant surrounding engine after absorbing
heat from it passes through radiator. To Improving of heat
transfer rate in Various applications. Nano fluid is the
leading technique which has been widely used for to
Improving of heat transfer rate. This paper gives review
regarding properties of Nano fluids and experimental
study on heat transfer rate enhancement in automobiles
cooling system. Nano fluids are produced by suspending
nanoparticles in base fluid. Ms. Madhura P. Jadhav, Mr.
Deepak B. Jadhav, Mr.M.E.Nimgade [1] By using
computational fluid dynamics we studied experimentally
The effect of altering the emissivity and the roughness of a
wall behind a radiator on the radiator output has been
studied . To increases the wall surface emissivity which
affects the surface temperature of the wall to increase,
effectively creating additional convective heat transfer
surface. A.K.A. Shati , S.G. Blakey, S.B.M. Beck [2] The
increasing demand of Nano fluids in industrial
applications has led to increased attention from many
researchers. In this paper, heat transfer increases using
TiO2 and SiO2 Nano particles suspended in pure water is
presented. The setup includes that Automobiles fin car
radiator, and the effects on heat transfer Improvement
under the operating conditions are analyzed under
laminar flow conditions Adnan M. Hussein, R.A. Bakar, K.
Kadirgama, and K.V. Sharma [3] A complete steady-state
model has been developed to determine the thermo
hydraulic behavior of a loop heat pipe. The model
combines a fine discretization of the condenser and the
transport lines with a 2-D description of the evaporator.
These original features enable to take into account heat
losses to the ambient and through the transport lines as
well as to evaluate the parasitic heat flux through the wick
and the evaporator body. Benjamin Siedel, Valérie Sartre,
Frédéric Lefèvre [4]
1.1 Research Gap
The conventional fluids (water and EG) have been used as
a coolant in the automotive cooling system. However, the
limited thermo-physical properties of these fluids limit
heat transfer across the car radiator. The increasing
demand for energy and better performance has led to the
investigation of other methods. Space constraints are
another key issue in the automotive cooling system.
Sometimes overheating occurs in the engine because the
radiator is not functioning up to the standard
expectations.
1.2 Problem Statement
Improve heat transfer capacity of Radiator. Nanofluids in
car radiator will increase heat transfer of the engine. The
performance comparison will be made between pure
water or ethylene glycol and Nanofluids tested in an
automotive radiator.  Finally the recommendations are
made and conclusions are drawn based on the improved
performance of Nanofluids in an automotive radiator.
2. Methodology
We will be using Maruti 800 CC or Indica Vista Radiator
and will be using TiO2 Nano fluid as a coolant. The Nano
fluid will be prepared by two step method or one step
method. Nano fluid is prepared by mixing Nanoparticles in
water in different compositions. Later performances of the
Radiator are tested with water, ethylene glycol and TiO2
as coolant. Comparison will be made between coolant flow
rates and temperature difference, coolant flow rates and
average heat transfer, coolant flow rates and effectiveness,
time and temperature difference, time and average heat
transfer. Engine Nano-coolant is a coolant in which
particles of nanometer dimensions are mixed. The
preparation of Nanocoolant is an important aspect to
achieve uniform and stable suspension. In the present
study, TiO2 is used as a nanoparticle and engine coolant
(ethylene glycol: water, 40: 60) as a base fluid. The

material of nanoparticles is chosen as TiO2 because it is
chemically more stable and its cost is less than their
metallic counterparts.
The properties of base Fluid and TiO2 are given in below –
Table 1: Thermo physical Properties of base Fluid and
nanoparticles.
Sr.no Properties TiO2 Water
1 Specific heat (j/kg.k) 697 4179
2 Density (mg/m3) 4.05 9.97
3 Thermal
conductivity(W/m.K)
11.8 0.613
4 Viscosity (N/sm2) - 4.65 x10-5
2.1 Objective
An engine coolant is mixture of ethylene glycol and water
in various ratios like 30:70, 40:60 and 50:50 respectively
are mostly used in auto-mobiles to overcome of this ratio
by mixing the nanaoparticles mixture.
 Water and ethylene glycol as conventional
coolants have been widely used in an automotive
car radiator for many years.
 To overcome this conventional coolant we can
use the Nanofluids .
2.2 Scope of Project
 In recent years, with the advancement in
nanotechnology, it has been becomepossible to
produce suspension of nanoparticles based
suspensions, called Nanofluids.Nanofluids term
was first introduced by Choi in 1995 at the
Argonne National Laboratory.
 Major properties of Nanofluids make it suitable to
be used in Radiator coolant one already seen is
high thermal conductivity, low viscosity, high
convective heat transfer coefficient, high area per
unit volume.
2. EXPERIMENTAL SETUP
Fig no.1 Experimental diagram
Fig. 2 Experimental Setup (Cad Model)
4. WORKING PRINCIPAL
This experimental setup contains a plastic reservoir tank,
an electric heater, a centrifugal pump, a flow meter, tubes,
valves, a fan, a DC power supply, ten T-type thermocouples
for temperature measurement, and a heat exchanger
(automobile radiator). An electric heater (1500W) is kept
inside a plastic storage tank (40 cm height and 30 cm
diameter) represents the engine and to heat the fluid. A
voltage regulator (0–220 V) provided the power to
regulate the temperature in the radiator (60–80 °C). A
flow meter (0–70 LPM) and two valves measure and
control the flow rate. The fluid flow was measured
through plastic tubes (0.5 in.) by a centrifugal pump (0.5
hp and 3 m head) from the tank to the radiator at the flow
rate range of 2–8 LPM. The total volume of the circulating
fluid (3 l) was constant in all experimental steps. Two T-
type thermocouples (copper–constantan) were connected
to the flow line to record inlet and outlet temperatures of
fluid. Eight T-type thermocouples also connected with the
radiator surface for the surface area measurement. Due to
the very small thickness and high thermal conductivity of
the copper flat tubes, the inner and outer surfaces of the
tube are equal temperature. A hand-held (−40 °C to 1000
°C) digital thermometer with the accuracy of±0.1% was
used to read all the temperatures from thermocouples.
Calibration of thermocouples and thermometers was
carried out using a constant temperature water bath, and
their accuracy was estimated to be 0.15 °C . Two small
plastic tubes with a 0.25 inch diameter were connected at
the inlet and outlet of the radiator and joined to U-tube
mercury manometer with accurately scaled 0.5mmHg to
measure the pressure drop at the inlet and outlet. The car
radiator has louvered fins and 32 flat vertical copper tubes
with a flat cross-sectional area. The distance between the
tube rows was filled with thin perpendicular copper fins.
For the Air side, an axial force fan (1500 rpm) was

installed close on axis line of the radiator. The DC power
supply (type Teletron10–12 V) was used instead of a car
battery to turn the axial fan. (0.5 In.) By a centrifugal
pump (0.5 hp and 3 m head) from the tank to the radiator
at the flow rate range of 2–8 LPM. The total volume of the
circulating fluid (3 l) was constant in all experimental
steps. Two T-type thermocouples (copper–constantan)
were connected to the flow line to record inlet and outlet
temperatures of fluid. Eight T-type thermocouples also
connected with the radiator surface for the surface area
measurement. Due to the very small thickness and high
thermal conductivity of the copper flat tubes, the inner
and outer surfaces of the tube are equal temperature. A
hand-held (−40 °C to 1000 °C) digital thermometer with
the accuracy of±0.1% was used to read all the
temperatures from thermocouples. Calibration of
thermocouples and thermometers was carried out using a
constant temperature water bath, and their accuracy was
estimated to be 0.15 °C. Two small plastic tubes with a
0.25 inch diameter were connected at the inlet and outlet
of the radiator and joined to U-tube mercury manometer
with accurately scaled 0.5mmHg to measure the pressure
drop at the inlet and outlet. The car radiator has louvered
fins and 32 flat vertical copper tubes with a flat cross-
sectional area. The distance between the tube rows was
filled with thin perpendicular copper fins. For the air side,
an axial force fan (1500 rpm) was installed close on axis
line of the radiator. The DC power supply (type Teletron
10–12 V) was used instead of a car battery to turn the
axial fan.
4.1 Observation table
Table 2 : Thermal physical properties of BF+EG+NF and
Air.
Table III: Observations for Water +EG+NF
5. CALCULATIONS
In this point under, we take all reading water, Water +
Ethylene glycol, and Water + Ethylene glycol + TiO2 Nano
fluid. But here we only show the combined effect of all
reading. And carried out the all calculation to calculate
density and specific heat of base fluid and Nano fluid,
ṁa = 1.49 kg/sec
ρnf = (1-ϕ) ρbf + ϕ x ρp
= (1-0.25/100) x 1064 + 0.25/100 x 3950
= 1071.065 kg/m3
Cnf = ϕ ρp + (1-ϕ) ρnf x Cb x fρ x nf
= 2.5 x 10-3 x 873.336 + (1-0.25/100) x 1064 x 3370
X 1071.065
= 3347.33 J/kgK.
To calculate dynamic viscosity,
μnf = μbf x 1/ (1-ϕ)2
= 4.65 x 10-5 x 1 / (1-0.25/100)2
= 4.6733 x 10-5 Ns/m2.
For water + ethylene glycol + TIO2,
Qnf = ṁnf X Cpnf (Ti-To), W
= 10 x 0.012 x 3347.33 x 4.1
= 1646.886 W.
Qa = ṁa Cpa (Toa-Tia), W
= 1.49 x 1005 x (44.3-35)
= 13926.285 W.
Qavg = 0.5 (Qnf+Qa), W
= 7786.58 W.
Ɛ = ṁnf Cpnf (Ti-To) ṁa Cpa (Ti-Tai)
= 10 x 0.012 x 3347.33 x 4.1 1.49 x 1005 x(49.5-35)
= 0.07547.
Thermal physical
properties
Base
fluid+Ethylene
glycol
Air TiO2
Density(kg/m3 1.064 1.1614 4.05
Specific heat (J/kg K) 3370 1.005 697
Viscosity(Ns/ m2) 4.65 x 10-5 0.000018 -
Conductivity( W/m K) 0.363 - 11.8

5.1 Graphs on Calculations Results –
1.Mass flow rate (lpm) vs. Temperature difference (ºC)
Graph nom 1. Mass flow rate (lpm) vs. Temperature
difference (ºC)
2. Time (min) vs. Temperature difference (ºC)
Graph No.2 Time (min) vs. Temperature difference (ºC
3)Mass flow rate (lpm) vs. Average heat transfer rate (W)
Graph no 3. Mass flow rate (lpm) vs. Average heat transfer
rate (W)
4)Mass flow rate (lpm) vs. Effectiveness
Graph no.4 Mass flow rate (lpm) vs. Effectiveness
5) Time (min) Vs. Average heat transfer rate (W)
Graph. No .5 Time (min) Vs. Average heat transfer rate(W)
6. CONCLUSIONS
From the above graph following conclusions are drawn
1) With decrease in mass flow rate, temperature
difference between inlet and outlet temperature of coolant
increases. In the graph Nano fluid is having more
temperature rejection.
2) With increase in time in min, temperature difference
between inlet and outlet temperature of coolant increases.
In the graph Nano fluid is having good temperature
rejection.
3) With decrease in mass flow rate, average heat transfer
rate of coolant increases. In the graph Nano fluid is having
better average heat transfer rate as compared to water
and water + ethylene glycol.
4) With below in mass flow rate, effectiveness of coolant is
improved. In the graph Nano fluid is having better
effectiveness as compared to water and water + ethylene
glycol.
0
10000
20000
30000
2 4 6 8 10 12
Qavg
T
W+EG+Tio2
W+EG
W

5) With increase in time in min, average heat transfer rate
of Coolant increases. In the graph Nano fluid is having
better average heat transfer rate as compared to water
and water + ethylene glycol.
On this experiment we concluded that nano fluid can
transfer good heat as compare to the water and ethylene
glycol. By using nano fluid we can possible to manufacture
compact radiator.
7.REFERENCES
[1]. Heat Transfer Enhancement using Nano fluids in
Automotive Cooling, Ms. Madhura P. Jadhav, Mr. Deepak B.
Jadhav.Mr.M.E.Nimgade, International Conference on
Ideas, Impact and Innovation in Mechanical Engineering
(ICIIIME 2017)
[2]. The effect of surface roughness and emissivity on
radiator output, A.K.A. Shati , S.G. Blakey, S.B.M. Beck,
Elsevier, journal Article history: Received 3 November
2009 Received in revised form 27 August 2010 Accepted 3
October 2010.
[3]. Heat transfer enhancement using Nano fluids in an
automotive cooling system, Adnan M. Hussein, R.A. Bakar ,
K. Kadirgama , K.V. Sharma, Elsevier, 5 February 2014.
[4]. Numerical investigation of the thermo hydraulic
behaviour of a complete loop heat pipe, Benjamin Siedel,
Valérie Sartre, Frédéric Lefèvre, Elsevier, journal Received
22 April 2013 Accepted 12 August 2013 Available online
27 August 2013.
[5] S. K. Saripella, W. Yu, J. L. Routbort, D. M. France,
Rizwan-uddin, Effects of Nano fluid Coolant in a Class 8
Truck Engine, SAE Technical Paper, 2141, 2007.
[6] D. Ganga Charyulu, Gajendra Singh, J.K. Sharma,
Performance evaluation of a radiator in a diesel engine- a
case study, Applied Thermal Engineering 19, 1999.

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