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DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 105
Analyzing the Effect of Cooling System on Temperature Using Modeling
and Simulation with Reference to ICE Parameters.
Motey Festus and Dr.Essel Ben Hagan
NOMENCLATURE
ICE Internal Combustion Engine
Abstract
Heat produced in ICEs is from two sources, thus friction and internal combustion of liquid fossil fuel
exclusively in combustion chamber. Cooling system of ICE consists of components assembled to
maintain and reduce total heat to manufacturers’ recommended value or range. This cooling system
makes use of water in combination with additives as working material that flows through galleries
carrying heat away.This cooling system recirculates cooling water through engine block. Only about one
– third of this total heat energy is used by automobile motion, whiles the rest flows through tailpipe as
exhaust waste. Radiator, coolant, radiator fan, hoses, pump, heater core, temperature knob, temperature
control valve, thermostat, coolant tank, temperature gauge and temperature sensors are components of
ICE cooling system.
Objectively, this research will use method of modeling and simulation as well as factors or variable
parameters to improve operating conditions of cooling systems. Thus, there will also be improvement in
reduction of heat generation as well as rate of liquid fuel consumption reduction.Therefore, these
modeling as well as simulation results will produce graphical trends for conclusions and
recommendations.
Key words: Coolant; Radiator; Combustion; Automobile; Temperature.
INTRODUCTION
One – third of total energy produced during internal combustion processes becomes waste and given to
cooling system to be blown away as heat. Approximately, when a gallon of fuel is burnt or internally
combusted, nineteen thousand joules to twenty thousand joules (19,000J – 20,000J) of heat will be
produced. A system consisting of components and fluid that operate together in ICEs to control total
temperature for optimal performance is referred to as cooling system. The quantity of heat produced
during internal combustion using one (1) gallon of liquid fuel will approximately boil one hundred and
twenty (120) gallons of water.Rebecchi, (2012). This fluid or water that flows through ICE with
objective of carrying heat away is referred to as coolant. Coolant must be able to withstand extreme hot
as well as cold temperatures. Coolant’s following starts from water pump and continues within galleries
of ICEs. Brand, (2005). This cooling system averagely contains two (2) gallons of coolant circulating
within to carry out portions of total generated heat. Normally, a four cylinder (4) automobile moving at
relatively high velocity of about fifty (50) miles per hour will experience four thousand (4000)internal
combustion starts in a tight combustion chamber when fuel is ignited by spark plugs.Aken, Williems and
Jang, (2007). Thus, these combustions will produce significant quantity of heat which needs to be
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 106
controlled so as to protect ICE. Therefore, the prime function of ICE cooling system is to maintain total
temperature at manufacturer’s recommended value or range.
Furthermore, unfavourable fuel economic conditions and emissions will result if ICE temperature is too
low. Mechanical energy used by automobile for motion is about thirty percent (30%) of total internal
combustion energy produced whiles the rest is waste. After engine startup, within a period of time
between three (3) minutes to thirty (30) minutes, there will be engine damage if cooling system fails to
work. Objectively, this article will use the methodology tools of modeling and simulation as well as
piston – cylinder liner compact parameters to improve cooling system of ICEs thereby reducing engine
temperature and rate of fuel consumption. Best temperature condition for operating ICE or automobile
engineis within the range of one hundred and eighty degrees fahrenheit (1800F) to two hundred degrees
fahrenheit (2000F).Walter, (2001).
REVIED LITERATURE
Components of ICE Cooling System.
Radiator, coolant, radiator fan, radiator hoses, water pump heater core, temperature knob, temperature
control valve, thermostat, temperature gauge, temperature sensor and reservoir or reserve tank are
cooling system components of ICE. There are two main types of cooling systems for automobile
engines. These are air and water cooling systems. Relatively, few oldautomobile engines such as
volkswagen beetle, chevroletcorvair and motorcycles use air cooling system. Thus, air is cooling fluid
used in air cooling ICEs. An improvement of air cooling system is water cooling system. Fluid or liquid
used in liquid cooling system is water.Arcoumanis and Kamimoto, (2009). ICEs of cars, trucks, among
others use liquid cooling system. Meanwhile, some components mentioned are not used by air cooling
systems.
Radiator
Normally, core of radiator consist of flat aluminum tubes with zigzag aluminum strips between these
tubes. Transfer of heat in tubes to air, thus to be conducted away from automobile is done by fins. A
tank mostly constructed with plastic are used to cover each end of radiator core. These tubes may be
horizontally or vertically arranged. Earlier radiators were made of copper whiles their tanks were made
of brass. Relatively, modern ICEs have their radiator systems made of aluminum and plastics which
were more cheap and efficient. In order to seal radiator systems so as to keep fluid from leaking,
particularly for radiators having plastic cups, then gaskets are fixed between plastic tanks and aluminum
core. Alternatively, relatively older radiators that were made of copper and brass, there was brazing or
welding of tanks in such a way to seal as well as prevent fluid leakage.
All these types of tanks have a large hose connected at top of radiator for coolant flow. At the bottom of
radiator is connected another large hose to a different tank for coolant or fluid flow out. There is one
additional opening at top of radiator that is capped off by the radiator cap. There is also a separate tank
mounted inside one of the tanks for automobile engines that have automatic transmission. The inner tank
and automatic transmission are connected by fittings which pass through steel tubes. Thus, in inner tank,
transmission fluid in the pipe is cooled by passing cold fluid around it before flowing to transmission.
Brace, Slipper – Bumham, Wijetunge, Vaughan, Write and Bright, (2001).
Radiator Fans
Relatively, older ICEs have one electric fan put in housing, whiles new ICEs have two electric fans in
housing. All these fans are located at back of radiator core, thus between radiator and engine. Housing
functions by protecting fingers of electric fan and directing air flow towards cells of radiator core.
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 107
Themajor function of fan is to blow hot air in radiator core cells away, thereby cooling hot water for
circulation. Relatively old ICEs have their fans powered through fan belts and will always operate any
time ICEs are running. This continuous operation occurs because the fan belts operate automatically any
time ICEs are switched on, hence fans. Electric motors and sensors are used to drive radiator fan of
modern ICEs. Thus, these sensors as well as electric motors operate radiator fans in accordance to
engine conditions such as temperature and pressure.Singh, Gara, Kumar and Chaulharu, (2013).
Overheating as well as damage will occur when the motors and sensors are not functioning while ICEs
are operating. Computer units of ICEs control operations of electric fans. Furthermore, temperature
sensors monitor engine temperatures and transmit them as data signals to these computer units. These
computer units act as controllers for actuating on and off modes of electric fan motors.
An additional radiator is mounted in front of the normal radiator in cases where ICEs or automobile
engines have air conditions. Thus, in these situations, the second radiators are referred to as air condition
condensers. The second radiator also needs cooling by air flow. The fan will always be in operation
when air condition is on, even if ICE is off. Air must continue to flow through air condition condenser
so that there will be cooling of passenger compartment.Choquet, (2014).
Pressure Cap and Reserve Tank
Heating and expansion of coolant will cause increasing pressure in sealed cooling system. Components
of coolant allow cooling temperature to reach high values. A simple device in this cooling system which
maintains pressure is radiator cap. As pressure continue to increase above manufacturer’s specified
value, spring loaded valve with calibration in psi will release excess pressure. A small quantity of
coolant is expelled out during this release or when cooling system is malfunctioning. The blend off
coolant is trapped by unpressurized plastic tank. That is there is less coolant and vacuum in cooling
system. Radiator cap contains a secondary valve that permits created vacuum in cooling system of ICEs
to draw trapped coolant into radiator from reserved plastic tank.Ganeshan, (2012).
Water Pump
Water pump is also referred to as water puller and is mounted in front of the engine. Water pump is
driven by a fan belt which also power alternator, power steering, air condition compressor as well as one
or more camshafts. Water pump is the device that makes coolant to circulate continuously during ICE
operations. This water pump consists of cast iron or cast aluminum housing, a spinning shaft on which
an impeller was mounted and a pulley attached to a shaft. This pulley is outside the shaft body.Oduro,
(2012). Centrifugal force applications are used by impeller to pull coolant to flow from lower radiator
hose into engine block under pressure hose. Coolant flows around spinning shaft inside the housing,but
prevented from leaking out of pump housing by application of seal. Also, a gasket acts as seal between
engine block and water pump. Thus, to stop flowing coolant from leaking.Janowski, Shayler, Robinson
and Goodman, (2011).
Thermostat
Valve that records temperature measurements of coolant so as to open or close accordingly is referred to
as thermostat. Furthermore, when coolant temperature is high enough then thermostat valve will open
for hot coolant to flow through radiator. At relatively low temperatures of coolant, coolant flow into
radiator is blocked so that a by – pass is developed that permits coolant flow back directly into engine
without flowing through radiator. Occurrence of hot spots are prevented and balance of temperatures are
kept when this by – pass permits coolant flow through ICEs at manufacturer’s recommended
temperature. Calibrated thermostat will keep coolant temperatures between one hundred and ninety two
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 108
(192) degrees celsius and one hundred and ninety five (195) degrees celsius resulting to better efficiency
of ICEs, reduction of emissions, better fuel economy and higher life span.Vetrovec, (2008). Usually,
thermostat is situated in water outlet housing at top front of ICEs. This outlet housing also serves as
linkage for upper radiator hose. Heavy paper or rubber O ring is material used to make gasket. Some
ICEs have no gaskets but rather thin head special silicone seal is applied between spaces to form seal.
The seal copper cup is made up of wax and pellet metal. This wax when subjected to heat will expand
resulting to pushing piston to pressure spring as well as opening of valve to allow coolant
circulation.Ebrahimi, Chen et al, Ge et al and Rahim, (2010).
Freeze Plugs
During manufacturing of engine block, sand mold shaped - like coolant passage are placed in the metal
castings. This mold forms holes for coolant passage. Steel discs or cups are freeze – out plugs used to
plug these holes tightly. When only water is used as coolant, freezing and expansion pressure may cause
cracking of ICE block. Freeze plugs will solve problems of pressure and cracking but the steel is
subjected to rusting. Anti – freezers lose their effectiveness after three (3) years.Kajiwara, Fujiok and
Negish, (2003).
Head Gaskets and Intake Manifold Gaskets
Space between flat metal surfaces of cylinder head and engine block will permit leakage of fluids. Head
gasket must seal these tiny spaces between cylinder head and engine block such that engine oil as well
as coolant will easily flow between cylinder and block. Head gasket is usually made of soft sheet metal
stamped with ridges to surround all leakages when sandwiched between cylinder head and block. Gasket
also helps ICEs to withstand combustion pressure. Cylinder head and engine block are tightened by head
bolts passing through them and this ensures sealing. Aging and overheating will cause cracks within
gaskets resulting to combustion gases leaking into combustion chamber causing white smoke in tailpipe
as well as mixing oil with coolant. V – shaped engines have two cylinder heads, therefore they have two
gaskets. Luff, Law and Shayler, (2012).
Heater Core
Heater core is made of a small radiator having two pairs of rubber hoses which are connected to cooling
system of ICEs. Heat in coolant is supply to vehicles’ interior if required. One of these hoses is
connected to water pump so as to supply hot coolant to core whiles the other hose return coolant to
engine top. Furthermore, heater controlled valve is fixed in one hose so as to regulate coolant flow. Air
is drawn through heater core by special fan known as blower. This blower directs air to pass through
heater duct to automobile interior component. A blend door regulates hot air with relatively cold air
outside so as to obtain required temperature of air entering interior component. Blend doors at floor,
windshield and air condition ducts located at instrument panel are used for temperature control with
reference to automobile interior.Pang and Brace, (2004).
Components of cooling system are interconnected by many rubber hoses. Majority of these rubber hoses
of pumping systems are upper as well as lower radiator hoses. Thus, these two major hoses are
responsible for flow of water between radiator and engine block which are about two (2) inches in
diameter. Additionally, two hoses known as heater hoses allow hot coolant to flow from engine to heater
core. There may be a heater control valve fixed in one of these hoses to regulate flow of hot coolant to
heater core if air condition is at maximum cool mode. Diameter of this hose is about one (1) inch. By –
pass hose is fifth (5th) hose. At neck of reserved bottle is mounted a small hose that permits released
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 109
coolant from pressure cap to flow into reserved tank. Diameter of this rubber hose is approximately one
quarter (1/4) of an inch and is not under pressure.Samhaber, Wimmer and Liobner, (2012).
Maintenance and Repair of ICE Cooling System
At manufacturer’s recommended time, coolant must be flushed out and refilledin cooling system.
Different metalsof cooling systems have different properties which result to scale. Scale clogs tubes
resulting to overheating. Process of scale formation is referred to as corrosion. Antifreeze or anti –
corrosion agents contain chemicals such as ethylene glycol and propylene glycol that prevent
corrosion.Clive, (2007). Antifreeze have life span so must be replaced as recommended. Hoses, belts,
thermostat, radiator, heater core, pumps, fan, coolant chemicals and radiator cap are components that
must be inspected and replaced as recommended. Brace, Hawley, Akchurst, Piddock and Pegg (2008).
METHODOLOGY
Cooling systems modeling and simulation is research methodology adopted by this article. Monitoring
as well as analyzing cooling systems of ICEs is done by this research through modeling and
simulation.Highm and Higham, (2005). Thus, simulation and modeling are employed to objectively
improve ICE cooling system when factors of number of piston rings, number of pistons, weight of
connecting rod, engine temperature and piston diameter are incorporated into models of this research.
Guzzela and Onder, (2010). Thus, this methodology tools will provide results that will be used to show
reducing trends of rate of fuel consumption. These models are mathematical equations containing
alphabets of cooling system processes as well as components.Chapman, (2004).
Modeling involves writing and running of matlab programs of models for cooling systems using variable
alphabets. During simulation of these models, blocks representing essential components or processes are
picked from simulink libraries and assembled in new workspace. Guzzela,(2007).These blocks are
linked by connecting lines to form cooling systems to be simulated. Factors to be incorporated into these
models as well as temperature will be continuously varied during modeling and simulation.Lansky,
(2008). Relatively, this methodology is less expensive, more accurate and less time consuming as
compared to experimental analysis.Furthermore, this method produces graphical results showing
reductions in temperature and rate of fuel consumption indicated in conclusions and
recommendations.Moler, (2004).
EQUATIONS FOR COOLING SYSTEMS
Engine External Cooling
Equation 1
, =, , × ×
Source: Kanne, (2000).
The equation (113) one hundred and thirteen above represents a sub – model for engine external cooling
needed (flow of heat to heat exchanger needed).
Where:
, = Heat flow of coolant entering the radiator
, = Temperature of coolant entering the radiator
, = Temperature of coolant leaving the radiator
= Heat capacity of coolant
= Mass flow rate of radiator
Heat Transfer
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 110
Equation 116
, =×× × ,
Source: Kanne, (2000).
The equation (116) one hundred and sixteen above is a sub – model for heat transfer between the coolant
and engine block.
Where:
= Number of cylinder
= Coolant heat transfer coefficient
= Area of engine block
, = Temperature of engine cylinder wall
= Temperature of engine block.
Mass Flow Rate
Equation 122
= 1
Source: Martinez, Samchez, Bermudex and Riesco-Avila, (2010)
Equation (122) one hundred and twenty two above is a model for the mass flow rate of fuel.
Where
V = velocity
A = frontal area
a = sonic velocity
P = pressure
B = bore diameter
Model for Coolant Outlet
Equation 126
,
=
,
,
×
Source: Kanne, (2000).
The above equation is the model for cooling circuit
Where:
, = Change in temperature of coolant leaving the engine
= Change with respect in time
, = Heat flow from the wall to coolant
, = Heat flow from the coolant to the engine block
= Heat flow from coolant
= Heat capacity of coolant
= Mass of coolant
MODELING OF THE EQUATIONS
Matlab Program for Equation (113) One Hundred and Thirteen.
%%MODELING FUEL CONSUMPTION REDUCTION IN TERMS OF THERMOMANGEMENT
%MODEL FOR ENGINE EXTERNAL COOLING NEEDED
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 111
%(FLOW OF HEAT TO HEAT EXCHANGE NEEDED)
functionengineexternalcooling
%Heat flow from coolant entering the radiator = Qin
%Qin=(Trin-Trout)*Cpc*mv
%Heat flow from coolant entering the radiator with reference to J = %Qin1
%Qin1=(Trin-Trout)*Cpc*mv/J
%where
%J=number of piston rings
%K=connecting rod velocity
%W=piston weight
%Trin=temperature of coolant entering the radiator
%Trout=temperature of coolant leaving the radiator
%Cpc=heat capacity of coolant
%mv=mass flow rate of radiator
J=6;
Trin=385;
Trout=10:5:250;
Cpc=105;
mv=45;
Qin=(Trin-Trout)*Cpc*mv;
Qin1=(Trin-Trout)*Cpc*mv/J;
plot(Trout,Qin,Trout,Qin1)
xlabel('Trout(deg)');%x axis label
ylabel('Qin/Qin1');%y axis label
legend('((Trin-Trout)*Cpc*mv)','((Trin-Trout)*Cpc*mv/J)')
title('ENGINE EXTERNAL COOLING')
This research has remodeled equation “Qin” to equation “Qin1” by incorporation of J into Qin.
Matlab Program for Equation (116) One Hundred and Sixteen
%%MODELING FUEL CONSUMPTION REDUCTION IN TERMS OF THERMOMANGEMENT
%MODEL FOR HEAT TRANSFER BETWEEN THE COOLANT AND ENGINE BLOCK
%__________________________________________________________________
functionheattransfer
%Heat transfer between the coolant and engine block = htb
%htb=zc*(xc*Aeb)*(Tengm-Teb)
%Heat ransfer between coolant and engine block with reference to N = htb1
%htb1 = zc*(xc*Aeb)*(Tengm-Teb)*N
%N = connecting rod weight
%zc = number of cycle
%xc = coolant heat transfer coefficient
%Aeb = area of engine block
%Tengm = tmperature of engine inlet
%Teb = temperature of engine block
N=3.5;
zc=1:0.5:160;
Aeb=32;
Tengm=76;
xc=38;
Teb=58;
htb=zc.*(xc*Aeb)*(Tengm-Teb);
htb1=zc.*(xc*Aeb)*(Tengm-Teb)*N;
plot(zc,htb,zc,htb1)
xlabel('zc');%x-axis label
ylabel('htb/htb1');%y-axis label
legend('(zc.*(xc*Aeb)*(Tengm-Teb))','(zc.*(xc*Aeb)*(Tengm-Teb)*N')
title('HEAT TRANSFER BETWEEN THE COOLANT AND ENGINE BLOCK')
end
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 112
Analyzing equation “htb” was done by the previous author but has been remodeled by this research to
form equation “htb1” through the incorporation of N.
Matlab Program for Equation (122) One Hundred and Twenty Two.
%MODEL FOR COMPRESSIBLE FLOW
%MASS FLOW RATE
%________________________
functionmassflowrate(MFR)
%mass flow rate (fuel) = MFR
%MFR=D.*M*1/B*a*A
%mass flow rate (fuel) with reference to N = MFR1
%MFR1=D.*M*1/B*a*A/N
%where
%D=density of engine
%B=bore diameter
%M=mass of the fuel
%A=frontal area
%a=sonic velocity
%M=much number
%N=connecting rod weight
N=4;
a=98;
D=36;
M=0.1:3:150;
B=83;
A=8.55;
MFR=D.*M*1/B*a*A;
MFR1=D.*M*1/B*a*A/N;
plot(M,MFR,M,MFR1)
xlabel('M');%x-axis label
ylabel('MFR/MFR1');%y-axis label
legend('(D.*M*1/B*a*A)','(D.*M*1/B*a*A/N)')
title('MASS FLOW RATE')
end
The remodeling of equation “MFR” by this research involves incorporating N to form the equation
MFR1.
Matlab Program for Equation (126) One Hundred and Twenty Six
%%MODELING FUEL CONSUMPTION REDUCTION IN TERMS OF THERMOMANGEMENT
%MODEL FOR COOLANT OUTLET
%___________________________
functionmodelforcoolantoutlet
%Coolant outlet = cot
%cot=Qwc-Qceb-Qc/(cpc-mc)
%Coolant outlet interms of N =cot1
%cot1=Qwc-Qceb-Qc/(cpc-mc)*N
%where
%Qc=heat flow of coolant
%mc=mass of coolant
%Qwc=heat flow from the wall to the coolant
%Qceb=heat flow from the coolant to the engine block
%cpc=heat capacity of coolant
%N=connecting rod weight
Qc=[23 26 45 48 34 29 78];
mc=86;
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
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Qwc=28;
Qceb=53;
cpc=45;
N=35;
cot=Qwc-Qceb-Qc/(cpc-mc);
cot1=Qwc-Qceb-Qc/(cpc-mc)*N;
plot(Qc,cot,Qc,cot1)
xlabel('Qc');%x-axis label
ylabel('cot/cot1');%y-axis label
legend('(Qwc-Qceb-Qc/(cpc-mc)','(Qwc-Qceb-Qc/(cpc-mc)*N)')
title('THE MODEL FOR COOLANT OUTLET')
end
The remodeling of equation “cot” by this research involves incorporation of N to form “cot1”.
SIMULATION OF THE EQUATIONS
Simulation scheme for equation 113
Simulation scheme for equation 116
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
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Simulation scheme for equation 122
Simulation scheme for equation 126
MODELING RESULTS
Modeling results for equation 113 Modeling results for equation 116
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
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Modeling results for equation 122 Modeling results for equation 126
SIMULATION RESULTS
Simulation result i for equation 113 Simulation result ii for equation 113
Simulation result i for equation 116 Simulation result ii for equation 116
Simulation result i for equation 122 Simulation result ii for equation 122
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
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Simulation result i for equation 126 Simulation result ii for equation 126
ANALYSIS OF RESULTS
Initially, parameter values of piston diameter, number of piston, number of piston rings, engine
temperature and weight of connecting rod were incorporated into the equations or models before
remodeling so as to observe effects of these parameters on performance of ICEs (cooling systems).
Graphical results obtained after the remodeling will indicate effects of these parameters on ICE cooling
system which may result to temperature as well as rate of fuel consumption reduction. Efficiency of
cooling systems will have direct effect on total temperature of ICEs. Simulation results ii for all the
models or equations are obtained after incorporation of individual engine parameters before simulation.
Results of modeling equation 113 reveal that relatively less external cooling is needed for efficiency as
green line is more below blue line. This implies that after parameter remodeling effect on cooling
system, external cooling is low with high efficiency and resulting lower temperature. Equation 116
results after the remodeling indicate higher heat transfer from block to coolant resulting to fast heat
removal, lower heat effect on cooling system, lower engine temperature and lesser fuel consumption.
Equation 122 results after remodeling shows mass flow rate of coolant has increased, therefore more
heat is taken away from ICE. Thus temperature is lower and less fuel is consumed.Modeling results for
equation 126 indicate rise in coolant outlet dynamics with respect to ICE parameter. Thus, more heat is
carried away from ICE resulting to lower engine temperature, efficient cooling system and lesser rate of
fuel consumption.
Simulation result ii for equation 113 shows drop of external cooling required due to incorporation of
engine parameter into the model, hence lower effect of cooling system on engine temperature. Result ii
for equation 116 simulation implies more heat flow out of ICE, therefore less effect of cooling system
on temperature. Simulation result ii for equation 122 indicates rise of mass flow rate of coolant, which
implies lower temperature due to cooling system as well as lower rate of fuel consumption. Simulation
result 126 ii reveals increase in coolant outlet dynamics, thus less heat is retained so that temperature is
low to enable relatively lower rate of fuel consumption.
CONLUSION AND RECOMMENDATION
Incorporation of the parameter values into these equations for modeling and simulation shows less effect
of cooling system on temperature. More research should be done using other ICE parameters and other
methods.
DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
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REFERENCES
1. Aken, M,V., Williems, F. and Jang, D. D. (2007). “Appliance of High EGR Rates with a Short and
Long Route EGR System on Heavy Duty Diesel Engine”.Journal for Society of Automobile
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DOI : https://dx.doi.org/10.26808/rs.ed.i7v6.11
International Journal of Emerging Trends in Engineering and Development Issue 7,Vol.6 (October-November 2017)
Available online on http://www.rspublication.com/ijeted/ijeted_index.htm ISSN 2249-6149
©2017 RS Publication, rspublicationhouse@gmail.com Page 118
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