Experiment on Enhancing Heat Transfer - EGT using Turbulence

Promoters and Cross Flow Hx with DI/Ag+ Nano Particles

D. Ravi Vikranth1, P. N. E. Naveen2
Associate Professor, Associate Professor,
vjdabbiru@gmail.com pne.naveen@gmail.com
1,2
Department of Mechanical Engineering, SVP Engineering College, Visakhapatnam

Abstract
Internal Combustion Engines (IEC) is one of the most important prime movers used in automobile,
manufacturing, aerospace sectors etc. It is a well-known fact that most of the chemical energy
obtained by the combustion of fuels are carried out by the exhaust gases. It is known fact that exhaust
gas from an IEC carries away about 30 – 40% of heat of combustion. The energy available in this
stream of exhaust gases goes as a waste (if not utilized). This paper presents a concept of recovering
waste heat energy of exhaust gas of diesel engine by placing a heat exchanger in the exhaust manifold
so that energy from the exhaust gases can be used for preheating fuel.

A shell and tube heat exchanger is fabricated for diesel engine to recover waste heat from exhaust.
Maximum fuel temperature achieved for counter flow arrangements at 50% of full load at 1440 rpm.
Effectiveness of heat exchanger is found to be 81%. Waste heat recovered at 50% full load condition
is found to be 72%. Turbulence promoters are useful in enhancing the heat transfer and mass flow
rates in the given section. As well, Nanofluids are known to effectively improve heat transfer under
turbulent flows. Turbulent flow is maintained under varying conditions of 5 – 20 m/s inlet velocity
and heat carry away fluid maintained at 6 lts/ min. Enhanced heat transfer rate is observed in DI/ Ag+
NP compared to Cold Water at 50c and DI/ Alum NP nanofluids at 280C employing annular
turbulence promoters embedded with inner spleen sections laterally fabricated along the Shell of the
Heat Exchanger.

Keywords: IEC, Diesel Engine, Nanofluids, Nano Particles, DI/Ag+, DI/Alum.

1. Introduction

In among of main power in the transportation, construction, fishery and agriculture machinery, engine
has played an important part and consumed more than 60% of fossil fuel, thus it was able to result in
exhausting the fossil fuel. Recent propensity about using the energy sources aiming at reducing the
fossil fuel consumption as well as pollution was considered as urgent task. Up to now, the major
consumer of fossil fuel was the internal combustion engines (ICE), however only about 30-40%
energy of combustion in the engine chamber was transformed into useful mechanical work [1-4]. The
rest heat source expelled to the environment or lost through exhaust gases and cooling water/oil were
approximately 25–35%, hence it was necessary to utilize and recover the waste heat to increase the
heat efficiency of internal combustion engines. The waste heat recovery and utilization not only saved
energy but also reduced the toxic pollution. Engine manufacturers have implemented and improved
the latest techniques to increase thermal efficiency by enhancing the fuel-air mixing, using turbo-
charger, and variable valve timing or advance combustion chamber [5-7].

WH was heat generated by the fuel combustion or chemical reaction. In the time of engine run, four
sources of WH such as exhaust gas, cooling oil/water/liquid, lube oil, and turbocharger were
dissipated to the atmosphere from the engine. WH depended on not only the temperature of the waste
heat gases, but also mass flow rate of exhaust gas of engines. Exhaust gas temperature of diesel
engines after leaving the engine were as high as 450 - 600°C. Consequently, the higher the exhaust
gas temperature was, the higher the heat value was, however, the temperature of exhaust gases were
limited by the laws of thermodynamics. Total energy from diesel engines was shown in the Figure 1.
WH recovery from diesel engines brought many big benefits not only high power engines, but also
smaller engine. Benefits from WH recovery might be divided into direct or indirect benefits.

Direct benefits: Recovery of WH from diesel engine might affect on the efficiency of combustion
process due to it increases the obtained total energy, hence WH recovery was considered a solution
with lower costs, cutting emissions, and especially, increasing the EEDI (Energy Efficiency Design
Index) for the ship.

Indirect benefits: Some indirect benefits from WH recovery were included the pollution reduction, the
device size reduction because of reducing the total fuel consumption, reduction in energy
consumption for auxiliary devices such as boiler, compressor. Many researchers have recognized that
WH utilization and recovery from engine exhaust gas was considered as the potential in order to
decrease fuel consumption without increasing emissions. In the systems of WH, the energy might be
recovered by many different technologies. Many researchers about recovering the WH both on diesel
engines [1] and gasoline engines [2] have been carried out. The results of combination of ETC
(Electric turbo compound) and TEG (Thermo-electric generator) led 3% to 5% of fuel saving and 1%
to 4% of CO2 reduction [3] as this combination system was installed in was noticed. A combination
between a TEG and an ORC (Organic Rankine cycle) system aiming at recovering the WR energy
was investigated by Zhang et al. [4]. Alberto. A.B et al. [5] showed the way of recovering the WH
from exhaust gases of ICE by using Organic Rankine Cycle (ORC) system. In this case, the engine
power increased in comparison with 3.4% of the flow rate of fuel energy on average. However, the
average flow rate of fuel energy increased up to 5.1% with 8.2% of top improvements if combined
two ORCs. Moreover, the WH recovery by using Stirling engine was studied by Daloglu. A et al [6]. ,
this study showed that, Stirling cycle was useful, efficient to recover the WH of ICE without intake or
exhaust gas. Similar results about Stirling engine advantages operated by WH such as high efficiency,
favorable and quiet operation, non-emissions, low maintenance and vibrations, usability with many
different fuels was presented [7].

It was also found that, pure vegetable oil was the fuel rapidly growing in use, and it should have good
fluidity, low viscosity and good atomization which can only possible by preheating. There were many
researchers used heating method to heat up pure vegetable oil aiming at direct using in diesel engines,
Acharya S.K et al. [8] used kusum oil for small diesel engine and shown that viscosity was close to
diesel’s by preheating to100–130oC.

2. Problem Definition

The increasingly worldwide problem regarding rapid economy development and a relative
shortage of energy, the internal combustion engine exhaust waste heat and environmental
pollution has been more emphasized heavily recently. Out of the total heat supplied to the
engine in the form of fuel, approximately, 30 to 40% is converted into useful mechanical
work; the remaining heat is expelled to the environment through exhaust gases and engine
cooling systems, resulting in to entropy rise and serious environmental pollution, so it is
required to utilized waste heat into useful work. The recovery and utilization of waste heat not
only conserves fuel (fossil fuel) but also reduces the amount of waste heat and greenhouse
gases damped to environment. The study shows the availability and possibility of waste heat
from internal combustion engine, also describe loss of exhaust gas energy of an internal
combustion engine. Possible methods to recover the waste heat from internal combustion
engine and performance and emissions of the internal combustion engine. Waste heat
recovery system is the best way to recover waste heat and saving the fuel. Modern research
and development efforts relating to combustion engines and vehicle design are largely driven
by the pressing need to reduce the global consumption of fossil energy carriers and the
resulting emissions of the greenhouse gas carbon dioxide. The limited supply of fossil fuels is
one of the most important factors underpinning these efforts. Oil and natural gas are currently
the most important energy carriers used in transportation, with oil accounting for 93% of the
energy used in this sector in 2013 [1]. At current rates of production, the world’s proven oil
reserves will expire in approximately 52 years, while the prognosis for natural gas is 54 years
[2]. However, an even more important factor is that as production rates start to decline, the
limited supply of fossil fuels will become increasingly problematic. Global oil production is
expected to peak before 2030 and may do so before 2020 [3]. A second, possibly even more
important, factor underpinning the desire to develop energy efficient vehicles relates to
emissions of greenhouse gases. The combustion of fossil fuels generates CO2 emissions,
which absorb re-radiated heat from the earth’s surface and thereby contribute to global
warming. This anthropogenic greenhouse effect alters natural marine and terrestrial carbon
cycles, reducing the environment’s capacity for CO2 storage [4]. In the year 2005, the
transport sector was responsible for slightly more than 23% of the world’s CO2 emissions,
with road transport accounting for 17%. The largest share of the globe’s CO2 emissions
(45%) originated from fossil fuels burned for energy generation. Overall CO2 emissions have
increased by 80% since 1970 (and those from the transportation sector have increased by
more than 100%), contributing to an average atmospheric temperature increase of around 0.8
°Cover the same period [5]. While this may sound small in absolute terms, the long term
effects of this trend are predicted to be devastating for life on earth [6].Diesel emissions and
control are still very much in theforefront. Interest in the diesel powertrain for LD
applications is continuing, and may be increasing as a result of tightening vehicular CO2
regulations. Also, California is planning a nominal 70% tightening of criteria pollutant
standards, so efforts are accelerating to continue emissions parity with gasoline vehicles. In
the HD truck market, criteria pollutant regulations will not tighten until 2013 in Europe, but
the US is proposing the first CO2 regulations for 2014. The combination of criteria pollutant
and efficiency mandates will push diesel technologies in both sectors. The non-road market is
implementing technologies to meet new 2011-12 emissions tightening, and technologies are
moving into development for the 2014 step. Large locomotive and marine engines are also
coming under emissions pressure (but will not specifically be covered here).[29] As a result, a
lot of research has been devoted to increasing combustion engine efficiency by reducing these
losses. This can be done in various ways, including reducing losses due to mechanical
friction, optimizing the engine to increase the efficiency of the combustion process, and
creating superior gas exchange paths. Hydrocarbon and CarbonMonoxide Control Diesel
oxidation catalysts (DOC) have been applied to engines for more than 20 years, yet we are
still improving them and learning fundamentals. They serve two primary purposes to oxidize
hydrocarbons (HC) and CO that is innate in the exhaust or added to provide fuel for
regenerating a DPF, and to generate NO2, which is used to oxidize soot on a continuous basis
or for improving the low temperature performance of SCR catalysts. On the latter point,
Spurk, investigated NO2 coming from a catalyzed DPF for use in a downstream SCR system.
Surprisingly, they found the NO2 coming out of the DOC and going into the DPF is not as
important as the HCs coming from the DOC. Essentially, the HCs going into the DPF can
interfere with the NO2 formation in the DPF. The Pt/Pd ratio is much more important to NO2
formation than precious metal loading on the DPF [29].

Heat Recovery Chances in Engine Waste heat is heat, which is generated in a process by
way of fuel combustion or chemical reaction, and then ―dumped‖ into the environment even
though it could still be reused for some useful and economic purpose. This heat depends in
part on the temperature of the waste heat gases and mass flow rate of exhaust gas. Waste heat
losses arise both from equipment inefficiencies and from thermodynamic limitations on
equipment and processes. For example, consider internal combustion engine approximately
30 to 40% is converted into useful mechanical work. The remaining heat is expelled to the
environment through exhaust gases and engine cooling systems [4]. It means approximately
60 to 70% energy losses as a waste heat through exhaust (30% as engine cooling system and
30 to 40% as environment through exhaust gas). Exhaust gases immediately leaving the
engine can have temperatures as high as 842-1112°F [450-600°C]. Consequently, these gases
have high heat content, carrying away as exhaust emission. Efforts can be made to design
more energy efficient reverberatory engine with better heat transfer and lower exhaust
temperatures; however, the laws of thermodynamics place a lower limit on the temperature of
exhaust gases [5]. Fig. 1.1 show total energy distributions from internal combustion engine.
Heat Recovery System For Engine Heat Recovery
Large quantity of hot flue gases is generated from internal combustion engine etc. If same of
this waste heat could be recovered, a considerable amount of primary fuel could be saved. It
is depends upon mass flow rate of exhaust gas and temperature of exhaust gas. The internal
combustion engine energy lost in waste gases cannot be fully recovered. However, much of
the heat could be recovered and losses be minimized by adopting certain measures. There are
different methods of the exhaust gas heat recovery namely for space heating, refrigeration and
power generation. The mass flow rate of exhaust gas is the function of the engine size and
speed, hence larger the engine size and higher the speed the exhaust gas heat is larger. So heat
recovery system will be beneficial to the large engines comparatively to smaller engines [47].
The heat recovery from exhaust gas and conversion in to mechanical power is possible with
the help of Rankine, Stirling and Brayton thermodynamic cycles, vapour absorption cycle.
These cycles are proved for low temperature heat conversion in to the useful power. Engine
exhaust heat recovery is considered to be one of the most effective means and it has become a
research hotspot recently. For example, Doyle and Patel [14] have designed a device for
recovering exhaust gas heat based on Rankine cycle on a truck engine. The commissioning
experiment of 450 kilometers showed that this device could save fuel consumption by 12.5%.
Cummins Company has also done some research on waste heat recovery on truck engines,
and the results showed that engine thermal efficiency could improve by 5.4% through exhaust
heat recovery. James C. Conklin and James P. Szybist [15] have designed a six-stroke internal
combustion engine cycle with water injection for in-cylinder exhaust heat recovery which has
the potential to significantly improve the engine efficiency and fuel economy. R. Saidur et al
[16] Rankine bottoming cycle technique to maximize energy efficiency, reduce fuel
consumption and green house gas emissions. Recovering engine waste heat can be achieved
via numerous methods. The heat can either be reused within the same process or transferred
to another thermal, electrical, or mechanical process. Hauxuewjun et al [17] has studied the
analysis of exhaust gas waste heat recovery and pollution processing for diesel engine. They
analyzed total effect of waste heat on pollution or environment. Waste heat can be utilized for
some useful works and it is reduces pollution. The diesel engine exhaust gas waste heat
recovery rate increase with increasing diesel engine exhaust gas emission rate.

Rankine Cycle The Rankine cycle is a thermodynamic cycle that converts heat into work [6].
The Rankine cycle system consists of a turbine, pump, condenser and boiler. Figure 1.2
shows the ideal Rankine cycle and its characteristics in a temperature-entropy.

The ideal Rankine cycle consists of the following four processes:

 1 – 2: compression via pump.

2 – 3: heat delivery at constant pressure in a boiler

3 – 4: isentropic expansion via turbine

4 – 1: heat rejection at constant pressure in a condenser.

The efficiency of the Rankine cycle is limited by the use of the working fluid. In a Rankine
cycle system, the working fluid is reused continuously and follows a closed loop. Water is a
commonly used working fluid but becomes inefficient for WHR at temperatures below
370℃[9, 10]. For temperatures below 370℃, the use of organic fluids increases the Rankine
cycle efficiency [9, 10, 12]. An Organic Rankine Cycle (ORC) is a Rankine cycle that uses
organic fluid. Figure 1.2 shows the efficiencies of different working fluids versus turbine inlet
temperatures. Note there can be an issue of formation of liquid droplets on the turbine blades
during the expansion process. To eliminate this possibility, an Organic Rankine Cycle (ORC)
is used.

3. Exhaust Gas Temperature (EGT)

WHR system requires waste recovery equipment to recover heat from the streams and
transform it into a useful form for utilization. This is done using energy conversion devices.
Over the past two decades, much research has been directed towards this. S N Srinivasa et.
al.,(2012) have attempted to explore the various possibilities of waste heat energy recovery
methods in conventional commercial two wheeler and four wheelers. In this context, a new
concept of hybrid engine has also been discussed. The heat energy contained in the exhaust
gases are recovered in three different methodologies.
• Firstly, the waste heat energy is utilized to burn an additional amount of fuel.
• The second stage, a thermoelectric generator producing electrical energy by
utilizing the heat of exhaust gases.
• The third stage energy recovery is done by coupling a compressor and an
alternator.

Kruiswyk (2008) developed components, technologies, and methods to recover energy lost in
the exhaust processes of an internal combustion engine and utilize that energy to improve
engine thermal efficiency by 10%. Saidu et al. (2012) have studied the different technologies
to recover the heat wasted from the exhaust gas of IC engines and concluded that there is a
huge potential for extracting
the waste heat from the exhaust gas of IC engines. Shekh Nisar Hossain Rubaiyat(2010)
conducted experiments to measure the exhaust waste heat available from a 60 kW automobile
engine and a computer simulation was carried out to improve the design of the heat
exchanger. Two heat exchangers were used: one to generate saturated and the other to
generate super heated vapor. It is found that with the exhaust heat available from the diesel
engine at least 18% additional power can be achieved.

Janak Rathavi et. al. (2012) have carried out the experimental study of waste heat recovery
technique and observed that such systems increase the efficiency and reduce the emissions.
Kiran K. Katta (2007) composed a two phase cooling system for waste heat recovery using
exhaust heat exchanger, and mini-turbine (expander) to generate auxiliary power via
harvesting engine cooling and exhaust heat loss from heavy duty vehicles. Aly(1988) have
studied the comprehensive applications of exhaust gas recycling and circulating cooling water
WH recovery of internal combustion engine. Joshua A Jiricek (2007) designed and modeled a
new steam sterilization system for proper sterilization and cleaning of medical equipment for
field hospitals using waste engine heat from exhaust system of a diesel generator and
decreases the reliance on electricity of traditional sterilization methods. J. S. Jadhao et al.
(2013) have reviewed the technology of exhaust gas heat recovery for I.C. engine and
 concluded that such system would provide the opportunity to enhance the thermal efficiency
of I.C. engines.

Stephanie LACOUR introduced Waste heat recovery (WHR) systems that have an interesting
way to improve the efficiency of internal combustion engines and reduce their fuel
consumption for a given mechanical output. Measurements are carried on a diesel tractor
engine in order to assess this potential. Pandiyarajan et al., (2011) have studied
experimentally how to recover exhaust gas WH of automobile and designed a finned tube
heat exchanger and a heat storage system Mostafavi and Agnew (1997) have calculated he
rate of WH recovery for supercharged engine exhaust gas. Yang et al. investigated
experimentally and theoretically the closed heat pipe heat exchanger (CHPHE) for warm-up
air in a large bus by heating applying automotive exhaust gas. They tested with the
temperature of exhaust gas across the evaporator section was varied range between 100 and
300º C and reported a maximum effectiveness of 28%. Alias Mohd Noor (2013) developed
technologies to recover waste exhaust heat and turn it into useful energy such as electricity.
Their extensive work focused on the waste heat recovery technology based on current
developments in the automotive sector; the study looked into potential energy recoveries,
performances of each technology and other factors affecting the implementation. Aly S.E
(1988) reported energy recovery from various waste heat sources such as diesel engines
exhaust and cooling energies has become a worldwide interest since the energy crises.

4. Turbulence Promoters

Heat transfer enhancement techniques improve the heat transfer coefficient which brings
about a reduction in the heat transfer area or the increase of the heat transfer capacity. Heat
transfer enhancement techniques are classified in two main groups: active and passive. Active
methods require external power, for instance, fluid suction or injection, electrostatic fields,
surface fluid vibrations, etc. Passive methods consist in the modification of the heat transfer
surface of the system. Examples of these are the heat transfer inserts that generate turbulence
and produce eddies and vortices. The main feature of such devices is that they reduce the
laminar boundary layer next to the walls which is the major resistance to heat transfer inside a
tube. This technology is considered a key heat transfer enhancement due to their high
performance, low cost, ease of construction, simple installation and removal for cleaning.
They can be made on almost any material of construction such as aluminum, copper, carbon
steel and stainless steel, among others.

Over the last decade, a lot of work has been done over the development and performance of
turbulent promoters. Since most industrial heat exchangers operate under a turbulent regime,
this has been the focus of the research. The main types of turbulent promoters are the twisted
tapes [1-5], winglets tapes [6,7] circular rings [3,8], baffles [9], helical inserts [10] and coil-
wires [11]. Research has been focused on these geometries seeking to optimize their design.
For instance, Bhuiya et al. [1] studied a modified twisted tape which included different size
perforations along the tape. Murugusen et al. [2] reported the heat transfer features of twisted
tape with pins. Eiamsa et al. [3] investigated experimentally the effect on heat transfer of a
tube fitted with circular-rings combined with twisted tapes. The performance of a twisted tape
with V-cuts in different sizes was reported by Murugusen et al. [4]. Wongcharee and Eiamsa-
ard [5] investigated different modifications on twisted tape fins obtaining significant
improvement on all new geometries. Skullong et al. [6] studied the modification of a delta-
winglet tape obtaining an increase of five times the heat transfer rate. Skullong et al. [7]
reported the heat transfer augmentation and the friction factor of a winglet perforated t-tape
obtaining improved results. Chingtuaythong et al. [8] show the effect of V-shaped rings
through a pipe with different diameters obtaining a considerable heat transfer increase but a
considerable increase on the friction factor. Promvonge et al. [9] carried out and experimental
study of inclined horseshoes baffles with different inclination angles. Bhuiya et al. [10]
realized studies on a triple helical tape insert finding very promising enhancement
performance. All these experiments were carried out under turbulent Flow with water and air.

Thermo-hydraulic Traits
The main heat transfer features emerging from the application of turbulence promoters are
described below:
 The reduction of the hydraulic diameter due to blockage that inserts induce an
increment in the fluid velocity: this in turn, increases pressure drop resulting in
increased heat transfer inside the tube.
 As the Eddy flow increases inside the system, higher turbulence is created near the
tube Wall bringing about the rupture of the laminar boundary layer.
Finsorprotrusions on the inserts increase turbulence.
 Eddy Flow promotes the mixing between the fluid in the central region and the
one near the wall. This brings about temperature uniformity inside the tube.
 Some promoters contain holes along its length seeking to reduce the impact on
pressure drop.
Performance Comparison Methods
One of the most widely used performance parameters used to measure the improvement of
heat transfer is the Thermal Enhancement Factor (η). The term assumes that the pumping
power between the bare tube and the tube with inserts are the same.This is expressed as [12]

(V) ⋅ (Δ P) p = [V ⋅Δ P] s (1)

The relationship between the friction factor and the Reynolds number is given by:

The Thermal Improvement Factor (η) is defined as the ratio between the heat transfer
coefficient, hp, of the tube with the insert and that of the bare tube hs. It is important to
mention that all turbulence promoters reduce their η as Re increases, except for the triple
helical tape insert [10] where the factor increases as Re does.
Selection Guide
The selection of the suitable turbulence promoter is important to bear in mind the following
aspects:
 The values of η must be larger than unity. Above this value, more heat can be
recovered for the same geometry and pumping power.
  ii. The Reynolds number range where the insert is to be used must be of the same
range. Otherwise there is no guarantee that the rate of heat transfer increment is
maintained.
 iii. Operating pressures must not exceed the limits established by the materials of
construction.
 iv. It is important to stick to these selection guides in order to maximize the benefit of
the application.

5. Counter Flow Heat Exchanger

The engine tests were conducted on single cylinder four-stroke diesel engine test rig, water cooled
with a compression ratio of 16.5:1, running at a speed of 1500rpm with 5 HP rated power output.
It was directly coupled to a rope brake dynamometer that permitted engine motoring fully or
partially. Following is the methodology adopted.

 A simple concentric tube heat exchanger is used in the exhaust line as a preliminary
design as shown in fig 1. Here the fuel pipe line is initially passed through the exhaust
manifold and then connected to the fuel injector. T1 and T2 are exhaust gas temperatures
before and after pre-heating. t1 and t2 are fuel temperatures at inlet and exit of heat
exchanger. Engine is made to run at different loads and temperature of both fuel and
exhaust gas is recorded. Here, exhaust gas flow rate is left uncontrolled. Injection timing
is observed to be at TDC.

 It is observed in above tests that, at 6 kg load, exhaust temperature increased beyond

600°C and fuel temperature crossed 130°C and made difficult to control the engine
running. Therefore, it is decided to control the exhaust gas flow rate and modify the heat
exchanger type from simple concentric type to shell and tube type. Fig 2 below shows
modified experimental setup. Here heat exchanger is not fixed directly in exhaust gas
line. Two valves are used and both are regulated in combination to control exhaust gas
flow rate so that preheat temperature is properly controlled. Initially parallel flow
arrangement is used where both exhaust gas and fuel flow in same directions. Here the
fuel injection timing is kept at 23°C BTDC which is changed from earlier timing i.e.
exactly at TDC, to know the effect of injection timing on preheat temperature.

a. Waste Heat Recovery Waste heat recovery represents the amount of waste heat of the
exhaust gas absorbed by the fuel in the heat exchanger. It is obtained as percentage of
 waste heat recovered which is given by the ratio heat absorbed by fuel to heat carried
away by exhaust gases. This is calculated as follows. Heat carried away by exhaust gas is
given by
Qe = Me Cpe (T2−T1) (1)
Where,
Me = Mass of exhaust gas in kg/sec.
Cpe = Specific heat of exhaust gas J/kg K.
T2 = Exit temperature of gas °C.
T1 = Inlet temperature of gas °C.

Heat absorbed by the fuel is given by

Qf = Mf Cpf (t2−t1) (2)

Where,
Mf = Mass of fuel in kg/sec.
Cpf = Specific heat of fuel in J/kg K.
t2 = Exit temperature of fuel °C.
t1 = Inlet temperature of fuel °C.

Then, percentage of heat recovered can be calculated as,

%Qrec=(Qf/Qe) x100 (3)

b. Effectiveness Effectiveness of a heat exchanger is an important parameter which signifies

ability of heat exchanger to transfer heat from hot fluid to cold fluid. In order to compare
the performance of parallel flow and counter flow heat exchanger used in this experiment,
this term is used as significant factor. In this case, effectiveness () is calculated from the
graph of  vs NTU for 1-Shell Pass, 2, 4, 6 Tube Passes given heat transfer data hand
book [9].

NTU (Number of Transfer Units) can be calculated using the formula,

NTU= (UA/Cmin) (4)

Where,
Cmin = Minimum capacity rate in J/sec K
Mh, Mc = Mass flow rate of hot and cold fluid, Kg/s.
Cph, Cpc = Specific heat of hot and cold fluid, J/Kg K
U = Overall heat transfer coefficient W/m2K
A = Surface area of heat exchanger, m2

‘U’ is calculated using hi and ho i.e. heat transfer coefficients at inlet and outlet of tube
which depends on coorelation of Nusselt number, Reynolds number and Prandtl number
relation applied for internal flow through pipe and across the pipe considerations. Finally
U is given by,
U = 1/((1/hi )+(1/ho)) (5)

c. Heat Exchanger Design

In this experiment, a shell and tube heat exchanger design is used. Shell is a tube
connected to exhaust pipe of same diameter. So it is important here to design the tube
length and number of turns for the tube. It is done as follows.

We know that,

heat transfer through heat exchanger is given by

Q = U A (LMTD) (6)
 Where,
Q = Heat exchanged, W
U = Overall heat transfer coefficient W/m2K
A = Area (m2)
LMTD = Logarithmic Mean Temperature Difference

LMTD for counter flow is given below,

LMTD = {[(T1-t2) – (T2-t1)]/ ln ((T1-t2)/ (T2-t1))} (7)

Then area A required for heat transfer can be calculated by

A = π d L. (8)
Where,
d = outer diameter of tube, m
L = Length of the tube.

To determine Number of Turns required, the formula used is,

Where,
N = Number of turns
L= Length of the tube.
r = Radius of the shell.

6. Ag+ NP as coolant fluid

1.2
Part of the allure that permeates the subject is attributed to various applications given to
metal nanoparticles, such as sensors construction, microelectronics, catalysis, bactericidal
action, photovoltaic cells 3 among others, due to their intrinsic optical, electronic, and
magnetic properties catalysts. 4-7

Colloidal solutions of metals such as silver and gold are particularly interesting nanoscale
systems because of the ease with which they can be prepared and chemically modified. Early
reports of similar systems date back to earlier times than modern science, where metallic
nanoparticles were used to produce colored effects on glass and ceramics, such as those
generated by the combination of gold and silver nanoparticles that give glass of the
famous Lycurgus Cup , made in Rome in the fourth century BC, the greenish color when
visualized by reflection and reddish when observed by transmission of light. 11.12

Due control of particle morphology at the nano scale in the range of 1 to 1000 nm is at least
an intriguing topic due to the impressive effects that small modifications in the size and shape
of nanoparticles can cause in physical properties and reactivity of a particular compound. In
particular, metallic nanoparticles exhibit extremely interesting optical properties. The color
diversity observed for these materials is related to conduction electron oscillations, in
resonance with incident light, called surface plasmon resonance (RPS), 12,13 and has been duly
explained by the Maxwell-Garnet theory. 14The visual effects observed in these colloidal
systems make them interesting objects of study for experiments directed to teaching,
addressing the nanoscience theme. However, it is important to note that this phenomenon of
surface plasmon resonance does not occur with any nanoparticle, since there is a need for the
existence of conduction-free electrons on its surface, such as gold and silver nanoparticles. 15
 7
In order to guarantee the perfect reproducibility and to maintain the simplicity and elegance
of the experiment, the classical methods of reduction of the silver and gold ions by the action
of sodium borohydride and sodium citrate reducing agents were used, using silver nitrate and
tetrachlorouric acid as sources of silver and gold ions, respectively. 11.18

One of the main difficulties in the accomplishment of the synthesis experiment of metal
nanoparticles is the obtaining of stable colloidal suspensions, since metallic nanoparticles
have a high surface energy, favoring thermodynamically the immediate aggregation of these
for the formation of metal-metal bonds. 19

To avoid the aggregation of nanoparticles, the preparation of colloidal systems is generally

carried out in the presence of species called stabilizers, which adsorb on the surfaces of the
nanoparticles, forming a self-organized layer that prevents coalescence. To this end, some of
the most effective stabilizers are polymeric, for example, poly (vinylpyrrolidone)
(PVP), 20 poly (vinyl alcohol) (PVA) 21 and polyacrylic acid (PAA), 22 having in its structure ,
Lewis basic sites with high affinity for nanoparticles, and organic chains long enough to
create a steric hindrance, avoiding interactions between them.

At the beginning of the experiment, both silver and gold nanoparticles were prepared without
the addition of polymeric stabilizers. The stability of these suspensions was guaranteed by the
presence of borohydride and citrate ions that adsorb on the surfaces of the nanoparticles,
generating electrostatic repulsions between them. Therefore, in order to achieve such a
condition, the excess addition of the sodium borohydride and sodium citrate reducing agents
in the synthesis of the nanoparticles in question is required. 9.23

The stability of the resulting suspensions is of extreme importance for the observation of
physical phenomena related to the presence of nano-scale particles of gold and silver in the
medium. In this direction, stability tests were performed with the colloidal suspensions
obtained initially, adding to the reaction medium species that can cause the decrease of this
stability in the presence or not of stabilizers. The addition of electrolytes such as the sodium
chloride salt in the colloidal solution of silver nanoparticles, for example, causes a change in
the ionic strength of the reaction medium, minimizing the repulsive electrostatic forces
created by the borohydride ion layer and, consequently, nanoparticles. 24The cystamine has
basic Lewis centers positioned at different ends of the molecule, creating a kind of bridge that
favors the coalescence of gold nanoparticles. 25

7. Preparation of Silver Nanoparticles:

a. Reagents

For the synthesis of the silver nanoparticles the silver nitrate reagents PA (Synth) and sodium
borohydride 98 +% (Acros) powder were used. The gold nanoparticles were prepared from
99% tetrachlorouronic acid (Aldrich) and sodium citrate PA (Synth). The stability tests of the
nanoparticles were performed with solutions prepared from sodium chloride (Vetec) with a
minimum purity of 99%. Poly (vinylpyrrolidone) (PVP, Aldrich) and polyvinyl alcohol
(PVA, Aldrich) were used on alternate days to stabilize the nanoparticles. 98% cystamine
(Aldrich) was used in the stability tests of gold nanoparticles. All aqueous solutions were
prepared with distilled water.

The alcoholic potash solution for cleaning the glassware was prepared with 1.0 L of 95%
ethanol, 120 g of 85% potassium hydroxide (Synth) and 120 ml of distilled water.

PVA is not as water soluble at room temperature as PVP, therefore, in the preparation of the
0.3% PVA solution, the amount of 0.3 g of PVA was mixed with 100 ml of distilled water in
 an autoclave of stainless steel and the final set was kept in an oven at 120 ºC for a period of
25 min. 17

b. Synthesis of silver nanoparticles

Prior to the start of the experiments, all the glassware used was washed thoroughly with the
alcoholic potash solution and distilled water. Any impurity present in the medium can serve
as a nucleation site and promote the aggregation of the nanoparticles in solution. At this stage,
it is extremely important that the teacher (s) is very demanding with the cleaning of the
glassware.

In a 250 mL Erlenmeyer, 75 mL of a 2.0 x 10 -3 mol L -1 solution of sodium borohydride was

added. The flask was then placed in an ice bath for 10 to 15 min. Thereafter, a magnetic stir
bar was placed in the flask and the assembly was brought to a stirring plate.

With the aid of a burette, 25 ml of a 1.0 x 10 -3 mol L -1 solution of silver nitrate were added
dropwise . This addition occurred within a period of approximately 4 min and with an
addition rate of 1 drop s -1 . A standard yellow solution was obtained which immediately had
its electronic spectrum obtained. The wavelength of maximum absorption was recorded and
the value of the width at half height of the band surface plasmons was estimated. 9

c. Stability tests of silver nanoparticles

 After the addition of the silver nitrate solution to the sodium borohydride solution,
half of the resulting solution was separated and partitioned into 5 test tubes (2 to 2.5
ml each) and labeled A through E.
 The solution contained in Tube A was not altered, in order to compare the changes
occurred in the other tubes. This solution was denominated like standard solution of
silver nanoparticles.
 After addition of the reagents to tubes B through E, color changes and / or
precipitation of the system were noted.
 To tube B 5 drops of the 1.5 mol L -1 NaCl solution were added . To the Tube C were
added 5 drops of a 0.3% solution of PVP or PVA. The PVP and PVA stabilizer
polymers were used in alternate day practices. Subsequently, the same amount of
NaCl solution 1.5 mol L -1 was added.
 To the D-tube was added a spatula tip of solid AgNO3 .
 To the Tube E, 1.0 x 10 -3 mol L -1 AgNO 3 solution was added dropwise , and in this
way, it was possible to observe different steps of the nanoparticle aggregation process
through the changes of the solutions. The solutions representative of different stages
of aggregation of the nanoparticles were stored in different test tubes and their
electronic spectra were obtained. Most groups have succeeded in this step, which
must be done very carefully to get a "spectrum" of solution with several colors.

8. Heat Transfer by Ag+ NP

A variety of techniques have been adopted for the measurement of the thermal conductivity of
nanofluids. G.Paul et al.19 analyzed the different techniques used for measuring the thermal
conductivity of nanofluids. Among all the techniques, the transient hot wire technique (THW) has
been used commonly by all the researchers. This technique is a fast and accurate method for the
measurement of thermal conductivity of fluids. It is capable of eliminating the experimental error
due to free convection. The design of this apparatus is very simple compared to other techniques.
The principle of THW method is based on the calculation of the transient temperature field around
the thin wire, called a hot wire. This wire is treated as a line source which serves as the heat source
and temperature sensor. The wire is surrounded by sample nanofluid. When a constant current is
supplied to the wire, the resistance of the wire changes thereby increasing the temperature of wire
as well as the sample nanofluid. Insulated platinum wire is generally used as a hot wire, which has
linear temperature resistance relationship for wide range of temperature. The wire is taken as a one
arm of Wheatstone bridge. The voltage change across the bridge is directly measured for a given
time using data acquisition system. The thermal conductivity of the sample nanofluid is calculated
from the slope of the rise in the temperature of wire against logarithmic time interval using the well
known relation given by12,19

KD2 Pro thermal analyzer (Decagon Devices, Inc., USA) was used to measure the thermal
conductivity of nanofluids. Before the measurements for nanofluids, the device was calibrated using
distilled water. The thermal conductivity of distilled water was measured as 0.6196 W/mK at 30oC
which is in good agreement with the reference data of 0.613 W/mK with the error of 1%. The sample
nanofluid was taken in a glass container and it was kept inside a circulating system of constant
temperature water bath (Make: JEIO Tech, Korea, Capacity: 5 Litres, Temperature Range: - 25oC to
+150oC, Temperature Stability: •}0.05/0.09oC). The bath temperature was maintained at 30oC for all
the experiments except for measuring the effect of temperature.

VIII. Comparative Analysis of Heat Transfer by Turbulence Promoters & Nano Fluids
Experiments are conducted in two stages viz. first stage using Turbulence promoters and in the second
stage using Nano fluid in Heat Exchanger. In the first stage, two different experiments are performed
varying the hot – cold fluid.

Heat Transfer using Internal Spleen Vertical Test Section:

Sl. Hot Fluid – Steam Cold Fluid – Water @ 50c Hot Fluid – Air Cold Fluid – Water @ 50c
No
Tam Tch T3 T4 T5 T6 Tavg. Tamb Tch T3 T4 T5 T6 Tavg.
b

@ Inlet Velocity of 6 m/s

1. 74 58 50 42.25 40.25 38.5 42.75 53 54 47.75 49 58.5 49 51.06

2. 73 54.25 51 41.75 40.75 38.25 42.93 52.5 52.25 49.25 49 54.75 47 50

3. 72.75 54.25 51 42 40.75 38.25 43 51.5 46.5 48.25 46 53.25 45 48.12

4. 71.25 54 52.5 41.5 41 37.75 43.18 50.5 46 47.75 45.75 52.25 44.25 47.5

5. 71 53 53 41.25 40.5 38.25 43.25 50.25 45 48 45.5 51.75 44.25 47.37

6. 69.5 51.25 53 40.5 40.75 37.75 43 49.25 45.5 47.75 45.25 50.75 43.5 46.81

7. 70.5 52 53 40 40.75 38 42.93 47.75 45.5 48.25 45 50.5 43 46.68

@ Inlet Velocity of 7.5 m/s

8. 70.5 58.75 55 41.75 40.75 37.5 43.75 47 46 47.25 45 50.75 43.5 46.62

9. 70.5 56 56 41.5 41 38.5 44.25 47.5 45.75 49.75 45.25 51 43.75 47.43

10. 70.25 54.75 56.5 42 41.5 39 44.75 46.75 45.75 50.5 45.25 51.25 44 47.75

11. 69 52.25 56.5 41 41 37.75 44.06 46 46.5 50.5 46.25 51.25 44 48

12. 69.5 53.5 57 41.5 41.25 38.25 44.5 46 46.5 50.5 46 52 44.5 48.25

13. 70 61 58 42.5 41.5 38.75 45.18 45.75 45.75 49.75 45.75 51 44.5 47.75

14. 68.75 53 58.5 41 41.25 38.5 44.81 45.75 45.5 50.25 45.5 51.5 44.25 47.87

@ Inlet Velocity of 15 m/s

15. 71 68.5 60 43.25 40.75 38.75 45.68 46 47.5 51.75 46.25 52.75 45.25 49

16. 71.75 59.75 61 42.5 41 39.25 45.93 45.25 46.5 51.5 46.75 52.75 45.5 49.12

17. 72.25 58 60.5 42.5 41.5 39.25 45.93 46.25 46 52 46.75 53 45.75 49.37

18. 71.5 53.75 59.5 42.75 42 39.5 45.93 46.5 46.75 52 47 53.5 46 49.62

19. 70.5 53.55 58 42.75 42 40 45.68 46.75 47.5 52.75 48 53.75 47 50.37

20. 70.5 55 57 43 42.5 40 45.62 47.5 48 53 48.5 53.75 47.5 50.68

21. 69.75 56 59 43 42.5 40.25 46.18 48.25 48.5 53.5 48.5 54 48 51

Heat Transfer using Nano Fluids in Heat Exchanger @ 6 lts/ min.:
Sl. Hx Inlet – Hot Air Cold Fluid – DI/ Alum Hx Inlet – Hot Air Cold Fluid – DI/ Ag+ NP
No
Tam Tch T3 T4 T5 T6 Tavg. Tamb Tch T3 T4 T5 T6 Tavg.
b

@ Inlet Velocity of 6 m/s

1. 53.00 54.00 47.7 49.00 58.50 49.00 51.07

2. 52.50 52.25 49.2 49.00 54.75 47.00 50.00

3. 51.50 46.50 48.2 46.00 53.25 45.00 48.13

4. 50.50 46.00 47.7 45.75 52.25 44.25 47.50

5. 50.25 45.00 48.0 45.50 51.75 44.25 47.38

6. 49.25 45.50 47.7 45.25 50.75 43.50 46.82

7. 47.75 45.50 48.2 45.00 50.50 43.00 46.69

@ Inlet Velocity of 7.5 m/s

8. 47.00 46.00 47.25 45.00 50.75 43.50 46.63

9. 47.50 45.75 49.75 45.25 51.00 43.75 47.44

10. 46.75 45.75 50.50 45.25 51.25 44.00 47.75

11. 46.00 46.50 50.50 46.25 51.25 44.00 48.00

12. 46.00 46.50 50.50 46.00 52.00 44.50 48.25

13. 45.75 45.75 49.75 45.75 51.00 44.50 47.75

14. 45.75 45.50 50.25 45.50 51.50 44.25 47.88

@ Inlet Velocity of 15 m/s

15. 46.00 47.50 51.75 46.25 52.75 45.25 49.00

16. 45.25 46.50 51.50 46.75 52.75 45.50 49.13

17. 46.25 46.00 52.00 46.75 53.00 45.75 49.38

18. 46.50 46.75 52.00 47.00 53.50 46.00 49.63

19. 46.75 47.50 52.75 48.00 53.75 47.00 50.38

20. 47.50 48.00 53.00 48.50 53.75 47.50 50.69

21. 48.25 48.50 53.50 48.50 54.00 48.00 51.00

IX. Results and Discussion

The results obtained during preliminary test and main tests are presented here. Along with this, an
estimation of amount of waste heat recovered and the effectiveness is also done for both parallel and
counter flow arrangements.

a. Results for Shell and Tube Heat Exchanger

Figure 5 shows temperature variation of preheated fuel with parallel and counter flow
arrangement. The preheated fuel temperature at maximum load for parallel flow found to be
73°C and for counter flow is 90°C respectively. From the graph it is clear that counter flow
heat exchanger is more effective than parallel.

b. Waste Heat Recovered

Since the objective is to determine waste heat recovery from the engine. Waste heat recovered
is the ratio of heat absorbed by fuel (Qf) in the heat exchanger to the heat available in the
exhaust gas (Qe) at the given load conditions. In figure 6, normal condition indicates heat
available in the exhaust gas (Qe) and red lines indicates heat absorbed by the fuel for both
parallel and counter flow arrangements. It is observed that at 4kg and 6 kg load heat absorbed
by fuel is higher for counter flow heat exchanger. Figure 7 below shows heat recovered in
 percentages for both parallel and counter flow arrangements. It is found that waste heat
recovered for counter flow is more than that for parallel flow at same loading. This is mainly
due to higher fuel temperature achieved in counter flow heat exchanger for the same engine
loading than parallel flow type. 75% heat is recovered in counter flow as against 40.63% in
parallel flow type for 6 kg load at 1500 rpm.

c. Effectiveness
Effectiveness of heat exchanger is calculated by considering full load conditions. In this case
maximum load applied is 6 kg which is 50% of full load. It is calculated by using
effectiveness-NTU graph [9] which is based on capacity ratio and temperatures of both hot
and cold fluids. It is found that effectiveness for parallel flow is 75% and for counter flow
81%.

X. Conclusion

In this work it is found that use of heat exchanger is a useful and simple method to utilize the
waste heat energy available in the exhaust gas of diesel engine. Here shell and tube heat
exchanger design is used with both counter and parallel flow arrangements. Following
conclusion can be drawn from the experimental results:

 Fuel preheat temperature depends on flow rate of exhaust gases

 In shell and tube heat exchanger, fuel preheat temperature is from 40°C to 73°C for
parallel flow and for counter flow is from 45°C to 90°C for the loads ranging from 0kg to
8kg at 1500rpm by controlling mass flow rate of exhaust gas.
 Effectiveness of heat exchanger is calculated by considering full load conditions. It is
found that effectiveness for parallel flow is 75% and for counter flow 81%.
 Waste heat recovered at 50% full load condition is found to be 48.5% for parallel flow
and 72% for counter flow arrangements.
 Waste heat recovered for counter flow is more than that for parallel flow at same loading.
Hence waste heat recovery is good in counter flow compared to parallel flow.

XI. Acknowledgements

We are greatful to Ms. M. Chaitanya Mayee, Head of Department, Dept. of Mechanical Engineering
for supporting us in writing this paper. We would like to convey our gratitude to Sri Prof. M. Ramjee,
Principal, SVP Engineering College and management of our college in helping us complete the paper.

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