International Journal of JOURNAL Mechanical Engineering and Technology (IJMET), ISSN 0976 INTERNATIONAL OF MECHANICAL ENGINEERING 6340(Print), ISSN

N 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME AND TECHNOLOGY (IJMET)

ISSN 0976 6340 (Print) ISSN 0976 6359 (Online) Volume 4, Issue 3, May - June (2013), pp. 100-107 IAEME: www.iaeme.com/ijmet.asp Journal Impact Factor (2013): 5.7731 (Calculated by GISI) www.jifactor.com

IJMET
IAEME

ANALYSIS OF ENGINE COOLING WATERPUMP OF CAR & SIGNIFICANCE OF ITS GEOMETRY

Bhavik M.Patel1, Ashish J. Modi2, Prof. (Dr.) Pravin P. Rathod3
1

(PG Student, Mechanical Engineering Department, Government Engineering College, Bhuj) 2 (Assistant Professor, Mechanical Engineering Department, Government Engineering College, Bhuj) 3 (Associate Professor, Mechanical Engineering Department, Government Engineering College, Bhuj)

ABSTRACT To study behaviour of flow in cooling water pumps, we done extensive search and gone through numerous research paper and blogs.We found that many researchers carried out their analysis on other cooling system components like radiator, cooling water jacket and fans. But it is very difficult to find researchers worked on cooling water pumps. However cooling system consists of centrifugal pump which is widely used in other industry. After reviewing all research paper on centrifugal pumps we found that most of the problems are related to cavitationand low efficiency.Some researchers give importance to improvement of blade angle and blade design to reduce cavitation effect while some researches concentrates on efficiency of the pump irrespective of cavitation effect mostly in the industry where cavitation effect is negligible. After analyzing some old water pumps of various vehicles we found that major problem that pump is facing is due to cavitation effect on blades at High RPM. This research is aimed to analyze the role of centrifugal water pump in automobile engine cooling system and to obtain relation between pump geometry and pump flow characteristics. Keywords: Water pump, Engine cooling system, simulation, CFD, ANSYS, Cooling water pump Geometry, cavitation, coolant flow, flow characteristics

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

INTRODUCTION Automobile Cooling pump is the key part of the Automobile cooling system that keep circulate the coolant throughout it and takes away excess heat from engine at different Engine rpm and torque conditions. Also it's surrounding atmospheric conditions can vary coolant characteristics. This research involves the investigations on the existing coolant pump of car (Maruti SUZUKI Alto), to understand the flow characteristics. The research is carried out in three approaches to understand the behavior of fluid. The first one is "Theoretical approach" in which Empirical relations are used. It describes how the desired pump operating parameters such as flow rate, specific speed of pump etc. can be derived. It also describes the coolant characteristics & understanding of flow characteristics in the closed, pressurized automobile cooling system. The another one is "Practical approach" in which flow rate and fluid pressure of pump flow are measured on existing coolant pump of Maruti SUZUKI Alto at different engine rpm. The third approach involvesthe Computational Fluid Dynamics" of pump flow, which itself provides graphical representation of the relations between flow characteristics and pump geometry. The "Result discussion" section provides brief discussion on the results which are derived after these three approaches. THEORITICAL APPROACH Below steps has been carried out to obtain desired coolant flow rate. Obtained heat rejection data for specific engine model and rating. This information is available from the engine technical data sheet. Maximum heat rejection (nominal + tolerance) values are used. Obtained density and specific heat values for coolant. Table 1 provides these values for the specific coolant. Using these values in Empirical equations we can calculate coolant flow rate as below.

Heat Rejection by Engine Calculation Before a coolant flow rate can be calculated, we must calculate how much heat is being rejected through the engine. The heat input to the engine equals the sum of the heat and work outputs. From following equation, heat input values are derived with the use of Power Torque - Speed curve. As per SAE papers, the total heat output of engine is the sum of total exhaust heat, heat loss to the surroundings, total heat dissipated by engine coolant and total heat dissipated by engine oil. It is also assumed that approximately one third of total heat output is equal to the total heat dissipated by the engine coolant. The total heat input can be calculated as follows: Heat input to engineKW Brake PowerBP 100 Thermal Eficiency%

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

Coolant Flow Calculation The coolant flow required for different heat load from the engine components to the radiators can be calculated using the following equation:

Pump Flow Rate(Kg/s)

0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0 2000 Pump RPM 4000

CurveRequired Pump RPM - Pump Flow Rate Curve Power - Engine RPM - Torque Curve

SAE 2001 paper states that conventional coolant flow rate on smaller engines with mechanically driven water pumps vary between 2.0 to 2.6 L/min/Kw. The flow rate derived from the above equation falls under this criteria. Graph 1 represents Pump rpm v/s flow rate curve based on above equations. Specific Speed Specific speed is a number characterizing the type of impeller in a unique and coherent manner. Specific speed are determined independent of pump pump size and can be useful comparing different pump designs. The specific speed identifies the geometrically similarity of pumps.

Typical values for specific speed - Ns - for different designs in US units (US gpm, ft) radial flow - 500 < Ns< 4000 - typical for centrifugal impeller pumps with radial vanes - double and single suction. Francis vane impellers in the upper range mixed flow - 2000 < Ns< 8000 - more typical for mixed impeller single suction pumps axial flow - 7000 < Ns< 20000 - typical for propellers and axial fans By calculation, the specific speed peed value falls between 1000-2000 1000 under different operating condition. So it suggestsusing radial vane impeller pump and the actual pump used in existing cars also proves true that the car coolant pumps are centrifugal pumps with radial vanes.
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

Typical Coolant Characteristics The engines cooling system is designed to meet specific guidelines. The proper coolant/antifreeze will provide the following functions: Adequate heat transfer Compatibility with the cooling systems components such as hoses, seals, and piping Protection from water pump cavitation Protection from other cavitation erosion Protection from freezing and from boiling Protection from the build-up ofcorrosion, sludge, and scale

Following graph represents the Engine coolant saturation pressure at different fluid temperature. Though cavitation is the phenomenon of "constant temperature boiling due to low pressure" that is due to sudden increase in the fluid velocity at pump inlet when impeller suck the fluid so there is sudden pressure drop of fluid. Table 1 show the coolant properties when the fluid temperature is 80 deg. C.

15 Saturation Pressure (psi)

Coolant Property Molar Mass Density

10

Value with UNIT 0.07343 Kg/mol 1.03 Kg/m^3 3579.71 J/Kg*K 0.4153 W/m*K 2.8 Centipoise

Specific Heat
0 0 20 40 60 80 100 120

Temp in deg. C

Thermal Conductivity Dynamic Viscosity

Engine Coolant Saturation Pressure in psi Table 1 Pump Flow Characteristics Pump inlet pressure is higher compare to saturation pressure at different temperature to reduce cavitation effect at inlet side. The cooling system and its components must meet both criteria. A) Maximum pressure design limits. At any point in the cooling system that exceed the maximum pressure for the local components such as radiators etc. and B) The minimum pressure at any location in the cooling system shall not fall below the vapor pressure of the coolant to prevent low pressure boiling. A minimum pressure/head is also required at the pump inlet to avoid cavitation, minimize metal erosion and noise.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

PRACTICAL APPROACH After determining the required coolant flow rate, pump performance establishes the maximum allowable external resistance. Piping and heat transfer equipment resist water flow, causing an external pressure head which opposes the engine driven pump. The water flow is reduced as the external pressure is increases. The total system resistance must be minimized in order to ensure adequate flow. A cooling system with excessive external pressure heads will require pumps with additional pressure capacity. With Practical approach, the pressure drop in the fluid flow can be measured by totaling the pressure drop in each of the system's components.

CFD ANALYSIS OF ENGINE COOLING WATER PUMP Define Goals From theoretical and practical approach, pump design parameter are obtained which affects the pump flow characteristic. To study pump flow characteristic, Ansys CFX is used which will provide results with graphical representation of flow characteristic like pressure, velocity, mass flow rate etc. at different location of pump. Flow Geometry and Mesh Creation The pump model geometry is complex and asymmetric due to the blade and volute shape. The 3D CAD software was usedto extractpump fluid profile geometry from pump modelThe pump model specification is given bellow in table 3. An Optimized mesh is used for analysis. The model is divided into twodomains i.e. rotating and stationary.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

Impeller Specification Hub Dia Impeller Outside Dia Suction Dia Flow Type Blade Type No of Blade Total Height 19.35 mm 56 mm Impeller OD Radial Flow Circular 2D 7 (CCW) 23.47 mm
Pump Geometry 1

Mesh - Stationary tationary and Rotating domain of pump flow

Identify Domain and Boundary Condition In steady state type analysis, Non Buoyant, two fluid domains are defined - Rotating & Stationary. The rotating domain includes the fluid profile which is in contact with the impeller while the rest est of the fluid region is defined as Stationary domain. Interfaces are defined for the fluid flow at impeller inlet, impeller outlet, Inlet and outlet of pump with General connection and conservat conservative interface flux in fluid flow.Engine Engine coolant, a 50/50 % mixture of Ethylene Glycol & water is defined with required properties for the solver equation in material library. The mass ma transfer model is set to cavitation and the results are investigated for cavitation effect in pump at different pump rpm.

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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

RESULT

Above results shows contour plots of velocity and pressure on different planes. Below graph shows flow rate vs. head at different engine RPM. By carefully studying each case, it can be concluded that at very low RPM, flow is turbulent. Also best pump efficiency with less cavitation is achieved at medium engine speed.
3000 RPM 8 HEAD (ft) 6 4 2 0 0 20 40 60 2625 RPM 2250 RPM

FLOW RATE (GPM)

SIGNIFICANCE OF PUMP GEOMETRY A common misconception about cooling systems is that if the coolant flows too quickly through the system, it will not have time to cool properly. Because automotive cooling systems are a closed loop, coolant allowed to stay in the radiator longer will also stay in the engine block longer producing increased coolant temperatures. This can easily lead to hot spots and ultimately, engine failure. To avoidthesecentrifugal centrifugal pump increases velocity by reducing pressure with providing sudden reduction in cross se section area at outlet of pump. Sudden reduction also result into turbulent flow at the outlet which contradictory helps in maintaining engine block temperatures which we can see through above results also. However turbulent flow at inlet leads to less pump efficiency and also if pressure falls below low vapor pressure of coolant then it leads to pump cavitation. From above results we can conclude that venturi effect at the inlet of the pump helps in avoiding cavitation by increasing inlet fluid pressure above vapor apor pressure at normal speed and decreasing velocity of fluid.
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 4, Issue 3, May - June (2013) IAEME

CONCLUSION The summary of the present research paper as follows 1. By studying different design points carefully it can be concluded that the existing pump of Alto car is designed for best performance at normal car speed. Pump geometry at inlet (venturi effect) avoids cavitation phenomenon and increase pump efficiency significantly. 2. However at low and high speed of car, pump is subject to more cavitation. So there is scope to improve that. 3. Sudden reduction at pump outlet is observed in existing pump, which is generally to be avoided while designing the pump. But it helps in avoiding hot zones by increasing velocity and making flow turbulent. REFERENCES Rodrigo Lima Kagami, Edson LuizZaparoli, Cludia Regina de Andrad, Cfd Analysis of An Automotive Centrifugal Pump, 14th Brazilian Congress of Thermal Sciences and Engineering, October18-22, 2012 [2] Munish Gupta, Satish Kumar, Ayush Kumar, Numerical Study of Pressure and Velocity Distribution Analysis of Centrifugal Pump, International Journal of Thermal Technologies, ISSN 2277 4114,Vol.1, No.1 (Dec. 2011) ,pp-118-121. [3] R.Ragoth Singh, M.Nataraj Parametric Study and Optimization of Centrifugal Pump Impeller by Varying The Design Parameter Using Computational Fluid Dynamics: Part I, Journal of Mechanical and Production Engineering (JMPE) ISSN 2278-3512 Vol.2, Issue 2, Sep 2012 ,pp-87-97 [4] E.C. Bacharoudis, A.E. Filios, M.D. Mentzos1 and D.P. Margaris,Parametric Study of a Centrifugal Pump Impeller by Varying the Outlet Blade Angle, The Open Mechanical Engineering Journal, 2008, 2, pp-75-83 [5] Mohammed Khudhair Abbas Cavitation In Centrifugal Pumps, Diyala Journal of Engineering Sciences, ISSN 1999-8716, 22-23 December. 2010, pp. 170-180 [6] AbdulkadirAman, SileshiKore and Edessa Dribssa ,Flow Simulation and Performance Prediction of Centrifugal Pumps Using CFD-Tool, Journal of EEA, Vol. 28, 2011, pp-59-65. [7] Weidong Zhou, Zhimei Zhao, T. S. Lee, and S. H.Winoto ,Investigation of Flow Through Centrifugal Pump Impellers Using Computational Fluid Dynamics, International Journal of Rotating Machinery, 9(1): 4961, 2003,pp-49-61. [8] S.Rajendran and Dr.K.Purushothaman,Analysis of a Centrifugal Pump Impeller Using ANSYS-CFX, International Journal of Engineering Research & Technology (IJERT) Vol. 1 Issue 3, May 2012,ISSN: 2278-0181,pp-1-6. [9] http://www.engineeringtoolbox.com/specific-speed-pump-fan-d_637.html [10] Manish Dadhich, Dharmendra Hariyani and Tarun Singh, Flow Simulation (Cfd) & Fatigue Analysis (Fea) of a Centrifugal Pump, International Journal of Mechanical Engineering & Technology (IJMET), Volume 3, Issue 3, 2012, pp. 67 - 83, ISSN Print: 0976 6340, ISSN Online: 0976 6359. [11] Kapil Chopra, Dinesh Jain, Tushar Chandana and Anil Sharma, Evaluation of Existing Cooling Systems for Reducing Cooling Power Consumption, International Journal of Mechanical Engineering & Technology (IJMET), Volume 3, Issue 2, 2012, pp. 210 - 216, ISSN Print: 0976 6340, ISSN Online: 0976 6359.
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