Republic of Iraq

Ministry of Higher Education and Scientific Research

University of Babylon
College of Engineering / Al-Musayyib
Automobile Engineering Department

ENHANCEMENT OF HEAT TRANSFER IN

RADIATOR NUMERICALLY

A graduation project is submitted to the Automobile Engineering

Department in partial fulfillment of the requirements for the degree of
Bachelor of Science in Automotive Engineering

By

HUSSEIN ALI SHYAA

HASSAN QAHTAN ABDUL LATIF

Supervisor

Dr. ADNAN QAHTAN

Babylon - Iraq
2021 - 2022
 ‫﷽‬

‫ُ ْ َ ه َ ُ ُ ْ ْ َ ََ َ َ هُ َ ُ َ َ‬ ‫َّللا هالذ َ‬
‫ين َآم ُ‬ ‫) َي ْر َفع ه ُ‬
‫َّللا ِب َما ت ْع َملون خ ِبير(‬‫ات ۚ و‬
‫ٍ‬ ‫ج‬‫ر‬ ‫د‬ ‫م‬ ‫ل‬‫ع‬‫ِ‬ ‫ال‬ ‫وا‬ ‫وت‬‫أ‬ ‫ين‬‫ذ‬‫ِ‬ ‫ال‬‫و‬ ‫م‬ ‫نك‬ ‫م‬
‫ِ‬ ‫وا‬ ‫ن‬ ‫ِ‬ ‫ِ‬

‫)صدق هللا ّ‬
‫العلي العظيم(‬
‫سورة املجادلة‪ :‬آية (‪)11‬‬
 DEDICATION

To our parents and to our families who made this accomplishment possible.
 ACKNOWLEDGMENTS

First and foremost, I would like to thank the God for His support us throughout our
academic career to be engineers.
I would also like to express our gratitude and appreciation to honorable
chairman and members of the committee, as to Dr. Adnan Qahtan for all the help
and outstanding guidance that he provided us throughout our project.
I would like to thank our family, especially our parents, for their
encouragement, patience, and assistance over the years. We are forever indebted
to our parents, who have always kept me in their prayers.
 ABSTRACT

In the present paper, the effect of change the fins shape on the radiator heat
transfer of an automobile, Elantra radiator of model super (2012 - 2015) is
investigated numerically. Increasing the coefficient of convection heat transfer and
reducing the pressure drop in the radiator helps reducing the radiator size with
increasing its performance. Decreasing the radiator size leads to decrease the drag
force and fuel consumption as a result. The numerical tests are carried out for five
samples including one main sample (Sample 1) and four numerical samples
(Sample 2, Sample 3, Sample 4, Sample 5). The numerical tests are simulated
practically by using the specialized engineering programs (SOLIDWORKS,
ANSYS). The samples were designed and analyzed at the three air flow velocities
(50, 100, 150) km/h, then the numerical samples results were compared with the
main sample results. Concluded was the sample 4 achieves the best performance
improvement of radiator in terms of increasing the coefficient of convection heat
transfer and reducing the pressure drop in the radiator without having the slightest
reducing in performance during air entry and even it exits.
 LIST OF NOTATIONS

𝐴 Total Area of Water Pipes, 𝑚𝑚2 and 𝑚2

𝐴𝑐 Cross Sectional Area of Fin Tube, 𝑚𝑚2 and 𝑚2
𝑎 Fin Tube Width, 𝑚𝑚 and 𝑚
𝑎𝑝 Water Pipe Width, 𝑚𝑚 and 𝑚
𝑏 Fin Tube Length, 𝑚𝑚 and 𝑚
𝑏𝑝 Water Pipe height, 𝑚𝑚 and 𝑚
𝑐𝑝 Specific Heat of Water, 𝐽/𝑘𝑔. 𝐾
𝐷ℎ Hydraulic Diameter of Fin Tube, 𝑚𝑚 and 𝑚
𝐽/𝐹 The Heat Flux and Pressure Drop Performance-
Evaluation Factor
𝑙𝑝 Water Pipe Length, 𝑚𝑚 and 𝑚
𝑚̇ Mass Flow Rate of Water, 𝑘𝑔/𝑠𝑒𝑐
𝑛𝑐𝑒𝑙𝑙 Number of Fin Tubes Per One Row of Radiator
𝑛𝑝𝑖𝑝𝑒 Number of Water Pipes
𝑃𝑎𝑖𝑟 Air Pressure, 𝑎𝑡𝑚
𝑃𝜊 The Reference Value of the Prassure, Pa
𝑝 Wetted Perimeter of Fin Tube, 𝑚𝑚 and 𝑚
𝜌 Density of Water, 𝑘𝑔/𝑚2
𝑄̇ Heat Transfer Rate of Water, 𝑤𝑎𝑡𝑡
𝑞̇ 𝑐𝑒𝑙𝑙 Heat Transfer Rate of Water at One Fin Tube, 𝑤𝑎𝑡𝑡/𝑚2
𝑞̇ 𝑡𝑜𝑝 𝑜𝑟 𝑏𝑜𝑡𝑡𝑜𝑚 Heat Transfer Rate of Water on Top or Bottom of One-
Fin Tube, 𝑤𝑎𝑡𝑡/𝑚2
𝑅𝑒 Reynolds Number
𝑇𝑎𝑖𝑟 Air Temperature, ℃ and K
𝑇𝑏 Mean Temperature of Water, ℃
𝑇𝑒 Water Temperature at exit the Engine, ℃ and K
𝑇𝑖 Water Temperature at enter the Engine, ℃ and K
𝑇𝜊 The Reference Value of the Temperature, ℃
𝑉𝑎𝑣𝑔 Average Velocity of Air, 𝑚/𝑠𝑒𝑐 and 𝑘𝑚/ℎ
𝑉̇ Volumetric Flow Rate of Water, 𝑚3/𝑠𝑒𝑐 and 𝑙𝑖𝑡/𝑚𝑖𝑛
𝜈 Kinematic Viscosity of Air, 𝑚2/𝑠𝑒𝑐
 TABLE OF CONTENTS

1. Chapter 1: INTRODUCTION …………………………………………………… (1)

1.1 Introduction ……………………………………………………………… (1)
1.2 Definition Radiator …………………………………………………...…. (2)
1.3 Working of Radiator …………………………………………………….. (3)
1.4 Radiator Components …………………………………………………… (4)
1.5 Radiator Performance …………………………………………………... (5)
1.6 Methods Improve the Radiator …………………………………………. (6)
1.7 The Project Purpose ……………………………………………………... (8)
1.8 Project Targets …………………………………………………………... (8)
2. Chapter 2: LITERARY INTRODUCTION …………………………………….. (9)
2.1 Literary Introduction …………………………………………………… (9)
3. Chapter 3: METHODOLOGY ……………………………………………….… (13)
3.1 Sample Definition ………………………………………………………. (13)
3.2 Methodology ……………………………………………………………. (15)
3.2.1 Calculations Setup Reynolds Number ………………………. (15)
3.2.2 Calculations Setup Heat Flux ………………………………... (16)
3.2.3 Performance Evaluation Factor ….………………………….. (17)
3.3 About SOLIDWORKS ………………………………………………… (18)
3.3.1 Samples Designing ……………………………………………. (18)
3.4 About ANSYS …………………………………………………………... (26)
3.4.1 Samples Analysis ……………………………………………... (27)
4. Chapter 4: RESULTS …………………………………………………………… (33)
4.1 Results …………………………………………………………………... (33)
4.2 Temperature ……………………………………………………….…… (33)
4.3 Pressure …………………………………………………………….…… (35)
4.4 Velocity …………………………………………………………….…… (37)
4.5 Performance ……………………………………………………….…… (37)
5. Chapter 5: CONCLUSIONS ……………………………………………………. (47)
5.1 Conclusions …...………………………………………………………… (47)

REFERENCES …………………………………………………………………….. (48)

CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

CHAPTER 1

1.1. INTRODUCTION:
The demand for more powerful engines in smaller hood spaces has created a
problem of insufficient rates of heat dissipation in automotive radiators.
Upwards of 33% of the energy generated by the engine through combustion
is lost in heat. Insufficient heat dissipation can result in the overheating of
the engine, which leads to the breakdown of lubricating oil, metal weakening
of engine parts, and significant wear between engine parts. To minimize the
stress on the engine as a result of heat generation, automotive radiators must
be redesigned to be more compact while still maintaining high levels of heat
transfer performance [1].
In an automobile, fuel and air produce power within the engine through
combustion. Only a portion of the total generated power actually supplied to
the automobile with power, the rest is wasted in the form of exhaust and heat.
If this excess heat is not removed, the engine temperature becomes too high
which results in overheating and viscosity breakdown of the lubricating oil,
metal weakening of the overheated engine parts, and stress between engine
parts resulting in quicker wear, among the related moving posts. A cooling
system is used to remove this excessive heat [1].
Most automotive cooling systems consist of the following components:
radiator, water pump, electric cooling fan, radiator pressure cap, and
thermostat. Of these components, the radiator is the most prominent part of
the system because it transfers heat. As coolant travels through the engine’s
cylinder block, it accumulates heat. Once the coolant temperature increases
above a certain threshold value, the vehicle’s thermostat triggers a valve
which forces the coolant to flow through the radiator. As the coolant flows
through the tubes of the radiator, heat is transferred through the fins and tube
walls to the air by conduction and convection [1].

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-1-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

1.2. DEFINITION RADIATOR:

A radiator is a type of heat exchanger. It is designed to transfer heat from the
hot coolant that flows through it to the air blown through it by the fan. Most
modern cars use aluminum radiators. These radiators are made by brazing
thin aluminum fins to flattened aluminum tubes. The coolant flows from the
inlet to the outlet through many tubes mounted in a parallel arrangement [1].
The fins conduct the heat from the tubes and transfer it to the air flowing
through the radiator. The tubes sometimes have a type of fin inserted into
them called a turbulator, which increases the turbulence of the fluid flowing
through the tubes. If the fluid flows very smoothly through the tubes, only
the fluid actually touching the tubes would be cooled directly. The amount
of heat transferred to the tubes from the fluid running through them depends
on the difference in temperature between the tube and the fluid touching it.
So, if the fluid that is in contact with the tube cools down quickly, less heat
will be transferred [1].
By creating turbulence inside the tube, all of the fluid mixes together,
keeping the temperature of the fluid touching the tubes up so that more heat
can be extracted, and all of the fluid inside the tube is used effectively.
Radiators usually have a tank on each side, and inside the tank is a
transmission cooler. From Fig. (1-1) the inlet and outlet shown where the oil
from the transmission enters the cooler. The transmission cooler is like a
radiator within a radiator, except instead of exchanging heat with the air, the
oil exchanges heat with the coolant in the radiator [1].

Fig. (1-1): Parts of cooling system.

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-2-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

1.3. WORKING OF RADIATOR:

The pump sends the fluid into the engine block, where it makes its way
through passages in the engine around the cylinders. Then it returns through
the cylinder head of the engine. The thermostat is located where the fluid
leaves the engine. The plumbing around the thermostat sends the fluid back
to the pump directly if the thermostat is closed. If it is open, the fluid goes
through the radiator first and then back to the pump [1].

Fig. (1-2): Working of Radiator.

There is also a separate circuit for the heating system. This circuit takes fluid
from the cylinder head and passes it through a heater core and then back to
the pump. On cars with automatic transmissions, there is normally also a
separate circuit for cooling the transmission fluid built into the radiator. The
oil from the transmission is pumped by the transmission through a second
heat exchanger inside the radiator, as shown in Fig. (1-2) [1].

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-3-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

1.4. RADIATOR COMPONENTS:

The radiator core is usually made of flattened aluminum tubes with
aluminum strips that zigzag between the tubes. These fins transfer the heat
in the tubes into the air stream to be carried away from the vehicle. On each
end of the radiator core is a tank, usually made of plastic that covers the ends
of the radiator [2].
On most modern radiators, the tubes run horizontally with the plastic tank on
either side. On other cars, the tubes run vertically with the tank on the top
and bottom. On older vehicles, the core was made of copper and the tanks
were brass. The new aluminum-plastic system is much more efficient, not to
mention cheaper to produce. On radiators with plastic end caps, there are
gaskets between the aluminum core and the plastic tanks to seal the system
and keep the fluid from leaking out. On older copper and brass radiators, the
tanks were brazed (a form of welding) in order to seal the radiator [2].

Fig. (1-3): Radiator Components.

There are 2-types of cores:

(a) Tubular, and
(b) Cellular as shown [3].

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-4-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

Fig. (1-4): Types of Cores (a) Tabular Radiator Sections and (b) Cellular
Radiator Sections.

1.5. RADIATOR PERFORMANCE:

Performance of engine cooling system is influenced by factors like air and
coolant mass flow rate, air inlet temperature, coolant fluid, fin type, fin pitch,
tube type and tube pitch etc. [4].
While designing cooling system main aim remains that the size of the cooling
system should be less but three factors does not allow the size to decrease.
The factors are:
1. High altitude: At high altitude, air density becomes low and hence affects
air mass flow rate.
2. Summer conditions: During summer surrounding air is hot i.e. air inlet
temperature is more.
3. Maximum power: Engine condition producing maximum power like
when vehicle is climbing uphill, maximum heat rejection is required
during this condition [4].
To compensate all these factors radiator core size required may be large. In
this study approach has been made to increase the value of air flow rate
which in turn takes care of the size of the radiator [4].

_____________________________________________________________________________________

-5-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

1.6. METHODS IMPROVE THE RADIATOR:

The industries are always looking for ways to increase the heat transfer rate.
With better heat transfer rate, the heat exchanger size can be reduced and it
makes the heat exchanger more economical to manufacture or use. For this
reason, many researchers have tended to investigate this issue. For making
the heat transfer process more efficient, there are a lot of techniques that can
be generally categorized as passive or active methods. Passive methods do
not need any external energy source while active methods do. Due to the
complexity of active methods and their limitation for not being functional
without an external energy source, passive methods are more common [5].
Case study 1 showed that one way to decrease the thermal resistance
associated with the air is to change the type of fin material used. Instead of
using aluminum fins, fins constructed of carbon foam were used. The
carbon-foam fins can be seen in Fig. (1-5) [5].

Fig. (1-5): Carbon-foam Fin.

Case study 2, a possible improvement to the automobile radiator was seen
through the analysis of micro heat exchangers. These heat exchangers
incorporated the use of micro-channels and were fabricated from plastic,
ceramic, or aluminum. The micro heat exchanger can be seen in Fig. (1-6)
below [5].

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-6-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

Fig. (1-6): Micro-channel Heat Exchanger.

Case study 3, the use of vortex generators was the technique used to improve
the current radiator design. These incorporated wings on the fins which
produced vortices that helped to increase the turbulence of the air. By
increasing air turbulence, the convective coefficient associated with the air
is increased. An increase in this value causes the thermal resistance
associated with the air to be reduced. This can be seen in Fig. (1-7) shows
the vortex generators in more detail [5].

Fig. (1-7): Vortex generators increase convective heat transfer.

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-7-
CHAPTER 1 INTRODUCTION
_____________________________________________________________________________________

1.7. THE PROJECT PURPOSE:

1. Increasing the coefficient of convection heat transfer between the air
and the fins (increasing the radiator performance). By changing the fin
shape to allow the air to do maximum heat exchange inside the fin tube.
Thus, the radiator can be designed with dimensions smaller than the
original dimensions.
2. Reducing the overall pressure drop at the radiator which occurs partly
inside the fin tube. This can occur as a result of reducing the radiator
size (as in the paragraph above). Which leads to reduce the fuel
consumption and increase the vehicle speed due to reduce the drag
force (causes by the pressure drop).

1.8. PROJECT TARGETS:

1. Determine the sample of the radiator whose performance is to be
improved and take all the measurements for it.
2. Calculated the amount of heat flux from water and find the Reynolds
number for air at each velocity (assuming there are three velocities of
air flow).
3. Drawing and designing the main sample and four other numerical
samples by using the SOLIDWORKS program.
4. Processing and analysis of all samples within the ANSYS program.
5. Comparing the analytical results of the numerical samples with the main
sample by illustrations and diagrams.
6. Discussing the results of the comparison to reach the best fin design
and to achieve the overall purpose of the project.

_____________________________________________________________________________________

-8-
CHAPTER 2 LITERARY INTRODUCTION
____________________________________________________________________________________

CHAPTER 2

2.1. LITERARY INTRODUCTION:

During the previous years, there is considerable research devoted to
theoretical and experimental studies, the effect of the shape of the fins on the
rate of heat transfer.
[Walid Muhammad Abd] [6]. Studied the effect of fin shape on thermal
performance and calculated the heat transfer coefficient by the free
convection from finned surfaces with vertical rectangular fins and wedge
fins. Use rectangular fins with a height of (66.5 mm) and a thickness of (1.5
mm) and wedge fins in a cylindrical shape with a diameter of (13 mm) and
a height of (67 mm) and equipped the power with ranges (1-18w) and the
fins were made of aluminum (k=201w/mc) after using air as a fluid for
cooling, it was found that the thermal dissipation from the finned surfaces
with vertical rectangular fins is greater than in the case of the wedge fins,
where the thermal resistance in the rectangular fins is less by (31%) than that
in the wedge fins when the surface area is equal in both finned surfaces.
[Saleem Khalifa] [7]. Studied the free load on two finned cylinders with
longitudinal fins with rectangular sections once and triangular again, where
fixed (8) fins on each cylinder. Placed the two cylinders at an angle (90°,
60°, 30°, 0°) from the horizon. Found that the highest amount of heat
transferred through the cylinder with triangular fins at an angle of (30°)
within the range of (1.68×107 ≤ Ra ≤ 3.46×108).
[Abdullah Al-Issa and others] [8]. Made a study to enhance heat transfer by
free convection of rectangular fins perforated with rectangular holes with
ratio (Aspect ratio = 2). The results of the fin were compared with solid fin
(non-perforated) the similar for it and a parametric study was conducted for
the geometric dimensions and thermal properties of the fin and holes. The
study achieved the gain in fin area and heat transfer coefficients due to the
hole. It was found that, for a certain range of rectangular dimensions and
distance between holes, there is an increase in heat dissipation and a
reduction in weight more than in the case of equivalent rigid fins, also the
heat transfer enhancement of the perforated fin increases with increasing fin
thickness and thermal conductivity.

_____________________________________________________________________________________

-9-
CHAPTER 2 LITERARY INTRODUCTION
____________________________________________________________________________________

[Chi-chuan wang et al.] [9]. Studied the effect of rotation on the free carrying
performance of wedge finned square fin plates. A flat plate and seven finned
plates of various arrangements were tested under controlled conditions. The
plates were placed horizontally and the fins were placed up once (top
arrangement) and down again (lower arrangement) and placed vertically
(lateral arrangement). The results showed that the lower position gives the
lowest heat transfer coefficient. Lateral mode and top mode give comparable
values. It was found that the lateral arrangement is superior to the upper
arrangement when the fin coefficient is less than (2.7), after which the case
is reversed. (finning factor: The ratio of the total surface of the fin to the
surface of the base of the fin). By gradually increasing the fin parameter, the
performance of the lateral arrangement approaches the performance of the
lower arrangement. Regardless of the fin modulus, the percentage of porosity
in the heat sink porosity has a secondary effect on the performance of the
fins. By comparing the three arrangements, the top and lateral arrangements
are preferred due to the high percentage of porosity in the heat sink, which
would reduce the resistance to flow. The best porosity ratio in the upper
arrangement is 83% and in the lateral arrangement is 91%.
[Hagote and Dahake] [10]. Studied on the transfer of heat by natural
convection from V fin array attached to heated plates inclined at different
angles. The observation was that the highest average convective heat transfer
coefficient was gotten at 60˚ V-fin array. Also, found that an increase in the
inclined angle of the V-fins leads to an increase in the convective heat
transfer coefficient.
In a study conducted by [Sane et al.] [11], was observed that the experimental
results were identical to the results gotten from CFD software with respect
to rectangular notched fin arrays in horizontal position radiating heat by the
process of natural convection; the sequence of flow and the tendency of the
coefficient of heat transfer did not exceed 5% range. The study also shows
that not only was there was an increase in overall heat flux, there was also
an increase in the coefficient of heat transfer in response to an increase in the
depth of the notch. The excavated area that forms the notch is filled with air
that enters from the ends of the fin, and this ensures that fresh cool air is
brought in contact with the surfaces of the hot fins. Also, the fluid flow was
visualized by simple smoke technique with the aid of d-hoop stick. Their
observation was as follows: cold air was drawn in through the fin’s bottom
and exited through its middle part, thereby constituting a single chimney.

_____________________________________________________________________________________

- 10 -
CHAPTER 2 LITERARY INTRODUCTION
____________________________________________________________________________________

In a study by [Vinod and Taji] [12], simple smoke technique involving d-

hoop stick was used to perform visualization research on rectangular fin
arrays by changing the fin spacing. With respect to 2, 4 and 6mm spacing,
scattered flow pattern was observed. However, single chimney pattern was
recorded for 12mm fin spacing; this leads to a greater coefficient of heat
transfer.
In a bid to modify the improvement of heat transfer by normal and inverted
notched fin arrays, an investigation was performed by [Surawanshi and
Sane] [13] to determine the heat radiation by a fin array having an inverted
notch at the middle part of the fin’s bottom.
[Chaddock] [14] carried out a study involving heat transfer by natural
convection and radiation using 12 large fin arrays extending from a vertical
base. The study utilized only one value of the ratio of the width of the base
plate to the length of the fin, and the thickness of the fin remained unchanged.
The study used different spacing and height of the fins as well as
demonstrated the value of radiation in computing total heat transfer; makes
up about 20% of total heat transfer. A report which defines the optimum fin
spacing was presented at the end of the study.
Also, a study on heat transfer by natural convection from fin arrays of
rectangular shape attached to a vertical surface was performed by
[Yazicioglu and Yüncü] [15]. The study was to determine how heat transfer
is influenced by fin height and spacing as well as difference in temperature
between the base of the fin and the surroundings. In the course of the study,
a relation was developed for optimum fin spacing. Also, the influence of the
height of the fin, its length and its spacing on the interference of boundary
layers, flow pattern, and heat transfer was discussed.
[Aihara] [16] studied the transfer of heat by the processes of naturally
occurring convection and radiation involving 11 large fin arrays extending
from a vertical base. Examined the transfer of heat from the base plate. The
influence on the mean coefficient of heat transfer by fin geometry and
temperature was investigated, and this led to an empirical correlation.
According to the data obtained from their experiment, suggested an average
Nusselt number correlation.
Over 300 sets of data obtained from experiments on various arrays of highly
polished vertical rectangular duralumin fins were analyzed by [Leung and
Probert] [17]. Reached the conclusion that the influences of various
geometric parameters of fins determine the fin array orientation that will
result in the fastest rate of heat transfer. Further, stated that two types of fin
arrays have non dimensional correlations of heat transfer.

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- 11 -
CHAPTER 2 LITERARY INTRODUCTION
____________________________________________________________________________________

With respect to heat transfer coefficient, one of the pioneer experimental

studies was carried out by [Starner and McManus] [18]; the study involved
four fin arrays with different dimensions and orientations. Their study
demonstrated that if fins are wrongly applied to a surface, there is the
possibility of a reduction in total heat transfer compared to only the base.
The different roles played by the fin spacing, height and base with respect to
the surrounding temperature difference was studied. The influences of fin
height, spacing, length and the disparity in temperature between the fins and
the ambient area on heat transfer by free convection from thin fin arrays in
the horizontal position was studied by [Baskaya et al] [19].

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- 12 -
CHAPTER 3 METHODOLOGY
____________________________________________________________________________________

CHAPTER 3

3.1. SAMPLE DEFINITION:

In the first step to start implementing the project, must search for a radiator
that can improve its performance, provided that not be very old model.
Therefore, between several centers for the sale of spare parts were moved,
and between the various types and models of radiators that offered within
those centers, the ‘Elantra radiator of model super (2012 - 2015)’ was
chosen, as shown.

Fig. (3-1): Elantra radiator of model super (2012 - 2015).

Now, the part on which this study will be conducted, i.e. the so-called
sample, must be specified. Then the measuring the full dimensions and
knowing water temperatures during entry and exit from the radiator, as well
as the velocity of water flow inside the radiator pipes.

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CHAPTER 3 METHODOLOGY
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Fig. (3-2): Magnified part of the radiator.

Considering the sample as a small part of the radiator allows the possibility
of obtaining more accurate results, so the single fin tube was adopted as
sample for this project. In one of the industrial workshops and at the hands
of technicians, the full dimensions of the sample were measured using
engineering measuring tools such as the metric Vernier calipers (for the
accurate dimensions) and metal Tape measure, as shown.

Fig. (3-3): Engineering measuring tools: (a) Metal Tape measure and (b)
Metric Vernier calipers.
So that the length, width and height of the sample were respectively (16, 1,
6) mm while the length, width and height of the water pipe were respectively
(522, 16, 2) mm. The number of fin tubes and the number of water pipes were
calculated to be respectively (400, 56) duct. According to the technicians’
experience in the radiator’s working mechanism, sufficient information was
obtained about the water temperature during entry and exit from the radiator
to be respectively (82, 62) ℃.
Based on the results of one of the previous research, the velocity of water
flow inside the radiator was determined as (20) lit/min, as was considered
that this is the best velocity that was reached to increase the performance of
the radiator that used in the aforementioned research [20].

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- 14 -
CHAPTER 3 METHODOLOGY
____________________________________________________________________________________

3.2. METHODOLOGY:
All the equations that are used to make the necessary calculations will be
introduce to with all parameters and constants as following.

3.2.1. Calculations Setup Reynolds Number:

From Table (A-15): (Properties of air at 1 atm pressure) [21]
∵ 𝑃𝑎𝑖𝑟 = 1 𝑎𝑡𝑚, 𝑇𝑎𝑖𝑟 = 25℃
∴ 𝜈 = 1.562 ∗ 10−5 𝑚2/𝑠
The hydraulic diameter of fin tube [20]:
Already determine;
𝑎 = 1 𝑚𝑚, 𝑏 = 6 𝑚𝑚
4𝐴𝑐 4𝑎𝑏 2𝑎𝑏
𝐷ℎ = = = (3.1)
𝑝 2(𝑎 + 𝑏) 𝑎 + 𝑏
2∗1∗6
𝐷ℎ = = 1.714 𝑚𝑚 = 1.714 ∗ 10−3 𝑚
1+6

Assume there are three cases for mean air velocity:

1000
𝑉𝑎𝑣𝑔 = 50 𝑘𝑚/ℎ = 50 ∗ = 13.889 𝑚/𝑠
1 3600
1000
𝑉𝑎𝑣𝑔 = 100 𝑘𝑚/ℎ = 100 ∗ = 27.778 𝑚/𝑠
2 3600
1000
𝑉𝑎𝑣𝑔 = 150 𝑘𝑚/ℎ = 150 ∗ = 41.667 𝑚/𝑠
3 3600

So, there are three Reynolds number for above cases [21]:
𝑉𝑎𝑣𝑔 𝐷ℎ
𝑅𝑒 = (3.2)
𝜈
𝑉𝑎𝑣𝑔 𝐷ℎ 13.889 ∗ 1.714 ∗ 10−3
1
𝑅𝑒1 = = = 1524
𝜈 1.562 ∗ 10−5
𝑉𝑎𝑣𝑔 𝐷ℎ 27.778 ∗ 1.714 ∗ 10−3
2
𝑅𝑒2 = = = 3048
𝜈 1.562 ∗ 10−5
𝑉𝑎𝑣𝑔 𝐷ℎ 41.667 ∗ 1.714 ∗ 10−3
3
𝑅𝑒3 = = = 4572
𝜈 1.562 ∗ 10−5

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Now the type of air flow can be determined as follows [21]:

𝑉𝑎𝑣𝑔 = 50𝑘𝑚/ℎ, 𝑅𝑒1 = 1524
1

𝐿𝑎𝑚𝑖𝑛𝑎𝑟 𝑓𝑙𝑜𝑤 (𝑅𝑒1 < 2300)

𝑉𝑎𝑣𝑔 = 100 𝑘𝑚/ℎ, 𝑅𝑒2 = 3048
2

𝑇𝑟𝑎𝑛𝑠𝑖𝑡𝑖𝑜𝑛𝑎𝑙 𝑓𝑙𝑜𝑤 (2300 ≤ 𝑅𝑒2 ≤ 4000)

𝑉𝑎𝑣𝑔 = 150 𝑘𝑚/ℎ, 𝑅𝑒3 = 4572

3

𝑇𝑢𝑟𝑏𝑢𝑙𝑒𝑛𝑡 𝑓𝑙𝑜𝑤 (𝑅𝑒3 > 4000)

3.2.2. Calculations Setup Heat Flux:

The mean temperatures at the inlet and the exit [21]:
𝑇𝑖 + 𝑇𝑒
𝑇𝑏 = (3.3)
2
Already determine:
𝑇𝑖 = 62 ℃, 𝑇𝑒 = 82 ℃
62 + 82
∵ 𝑇𝑏 = = 72∘ C
2

∴ From Table (A-9): (Properties of saturated water) by interpolation [21]

𝑐𝑝 = 4189 𝐽/𝑘𝑔 ⋅ K, 𝜌 = 976.56 𝑘𝑔/𝑚3
The mass flow rate of water [21]:
Already determine the volume flow rate of water is given as:
𝑉̇ = 20 𝑙/𝑚𝑖𝑛 = 3.333 ∗ 10−4 𝑚3/𝑠𝑒𝑐

𝑚̇ = 𝜌𝑉̇ (3.4)

𝑚̇ = 976.56 ∗ 3.333 ∗ 10−4 = 0.325 𝑘𝑔/𝑠𝑒𝑐

The rate of heat transfer is expressed as [21]:
𝑄̇ = 𝑚̇𝑐𝑝 (𝑇𝑒 − 𝑇𝑖 ) (3.5)

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𝑄̇ = 0.325 ∗ 4189 ∗ (355 − 335) = 27228.5 𝑤𝑎𝑡𝑡

The total area of water pipes:
Already determine:
𝑛𝑝𝑖𝑝𝑒 = 56 𝑝𝑖𝑝𝑒, 𝑎𝑝 = 2 𝑚𝑚, 𝑏𝑝 = 16 𝑚𝑚, 𝑙𝑝 = 552 𝑚𝑚
𝐴 = 𝑛𝑝𝑖𝑝𝑒 2(𝑎𝑝 + 𝑏𝑝 )𝑙𝑝 (3.6)

𝐴 = 56 ∗ 2(2 + 16) ∗ 552 = 1112832 𝑚𝑚2 = 1.112832 𝑚2

The rate of heat transfer for single cell (single fin tube):
Already determine the number of fin tubes per one row of radiator
𝑛𝑐𝑒𝑙𝑙 = 400 𝑡𝑢𝑏𝑒
𝑄̇
𝑞̇ 𝑐𝑒𝑙𝑙 = (3.7)
𝐴 ∗ 𝑛𝑐𝑒𝑙𝑙
27228.5
𝑞̇ 𝑐𝑒𝑙𝑙 = = 61.169 𝑤𝑎𝑡𝑡/𝑚2
1.112832 ∗ 400
The rate of heat transfer for the top or bottom plate of single fin tube:
𝑞̇ 𝑐𝑒𝑙𝑙
𝑞̇ 𝑡𝑜𝑝 𝑜𝑟 𝑏𝑜𝑡𝑡𝑜𝑚 = (3.8)
2
61.169
𝑞̇ 𝑡𝑜𝑝 𝑜𝑟 𝑏𝑜𝑡𝑡𝑜𝑚 = = 30.5845 𝑤𝑎𝑡𝑡/𝑚2
2

3.2.3. Performance Evaluation Factor:

To evaluate the heat flux and pressure drop performance of each sample,
use the following equation:

𝑇/𝑇𝜊
𝐽/𝐹 = (𝑃/𝑃 1/3
(3.9)
𝜊)

Where;
𝐽/𝐹: The Heat Flux and Pressure Drop Performance Evaluation Factor.
𝑇𝜊 : The Reference Value of the Temperature, (℃).
𝑃𝜊 : The Reference Value of the Prassure, (Pa).

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3.3. ABOUT SOLIDWORKS:

SolidWorks is a 3D mechanical design (computer aided design) software
(application). This software runs under Microsoft Windows environment and
was developed by Dassault Systèmes SolidWorks Corp. A member of the
Dassault Systèmes, S. A. group of companies in France.
Solidworks currently employs more than two million engineers and
designers in more than 165,000 companies around the world. Three German
universities have adopted the (Solidworks) program as a approved program
for their students, and purchased (500) educational copies of the program to
train their students on it, and it is a design program approved in many
International companies and research agencies such as (the US Space
Research Agency, NASA). Can also review the websites for evaluating
computer design programs (CAD) and will find that at the top of the list is
the (Solidworks) program and in the tail is the (Auto CAD) program.
Solidworks is characterized by the ease of modeling, moving the model and
testing it. This is the first program in its field that specializes in designing
3D geometric models. It offers a complete solution for viewing engineering
designs in 3D and in the most realistic way. It is the perfect simulator that
will help in creating a clearer view of designs and engineering inventions
and will make work significantly easier.

3.3.1. SAMPLES DESIGNING:

The main and numerical samples were practically designed on SolidWorks as
a good environment for design and simulation. The designs of the numerical
samples were inspired from the wide imagination in the engineering drawing
and the mechanical design, as well as the experience gained during the
previous years that passed with learning the basics of the SolidWorks
program and leading to professionalism. The design steps will be listed as
follows:

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1.1. To start SolidWorks 2020, double-click on the ‘SolidWorks 2020’ icon

on desktop. Alternatively, click Start > SolidWorks 2020 > SolidWorks
2020, as shown [22].

Fig.(3-4): Run SolidWorks 2020.

1.2. While starting SolidWorks for the first time, the SolidWorks screen with
‘Welcome - SolidWorks 2020’ dialog box by default get displayed, as
shown [22].

Fig.(3-5): SolidWorks screen with Welcome - SolidWorks 2020.

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1.3. To enter in the Part environment, click on the ‘Part’ button from the
Welcome – SolidWorks 2020 dialog box by default, as shown [22].

Fig.(3-6): Part environment.

1.4. Click on the ‘Sketch’ tab to display tools used in creating sketch, as
shown [22].

Fig.(3-7): Creating Sketch.

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1.5. Click on the ‘Sketch’ button from the ‘Sketch Command Manager’ and
then click on the ‘Front’ plane to make parallel to the screen, as shown
[22].

Fig.(3-8): Make the Front plane parallel to the screen.

1.6. Starting the designing by use some ‘Sketch Command Manager’ options
that can be abbreviated according to the requirement of the sample cross
section shape as following below: (line, corner rectangle, 3 point arc,
partial ellipse, trim entities, mirror entities, move entities, copy entities).
After that apply dimensions by using ‘Smart Dimensions’ tool, as shown.

Fig.(3-9): 2D sketch to the cross section of sample.

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1.7. Now click on the ‘Exit Sketch’ button from the ‘Sketch Command
Manager’ to exit from the sketch environment. Activate the ‘Extrude
Boss/Base’ tool and select the sketch to extrude, as shown.

Fig.(3-10): Extrude the 2D sketch.

1.8. Enter (16mm) in the ‘Depth of Extrusion’ and click on the ‘Reverse
Direction’ button to extrude in leftwards direction and click on the ‘OK’
button from the ‘Property Manager’ to exit and display the extruded
feature, as shown.

Fig.(3-11): 3D modeling of sample.

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1.9. Click on the ‘Save’ button from the ‘Menu Bar’ to display the Save As
dialog box. Next browse to the ‘desktop’ and enter name ‘sample 1’ in the
File name edit box and choose file type as ‘Parasolid’ from list in save as
type edit box. Then click on the ‘Save’ button from the dialog box to save
the file [22].

Fig.(3-12): Save SolidWorks file.

On the basis of these steps, all samples are designed and drawn with their
different cross-sections and display as drawing sheet with all dimensions and
views as shown below.

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Fig.(3-13): Sample-1 with vertical fin.

Fig.(3-14): Sample-2 with circle-section wavy fin.

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Fig.(3-15): Sample-3 with oval-section wavy fin.

Fig. (3-16): Sample-4 with triangle-section wavy fin.

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Fig. (3-17): Sample-5 with rectangular-section wavy fin.

3.4. ABOUT ANSYS:

Ansys develops and markets engineering simulation software for use across
the product life cycle. Ansys Mechanical finite element analysis software is
used to simulate computer models of structures, electronics, or machine
components for analyzing the strength, toughness, elasticity, temperature
distribution, electromagnetism, fluid flow, and other attributes. Ansys is used
to determine how a product will function with different specifications,
without building test products or conducting crash tests.
Most Ansys simulations are performed using the Ansys Workbench system,
which is one of the company's main products. Typically, Ansys users break
down larger structures into small components that are each modeled and
tested individually. A user may start by defining the dimensions of an object,
and then adding weight, pressure, temperature and other physical properties.
Finally, the Ansys software simulates and analyzes movement, fatigue,
fractures, fluid flow, temperature distribution, electromagnetic efficiency
and other effects over time.

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3.4.1. SAMPLES ANALYSIS:

After getting the five samples designed with full dimensions, these samples
are now entered into the ANSYS program as a fluid. Thermal loads such as
heat flux are placed to each sample and then tested each sample with three
flow velocities. Therefore, each sample to be analyzed into three analyzes
according to the steps that will be listed, as follows:

1.1. Open Workbench:

Open the Start Menu and write Workbench into the search and select the
icon for Workbench 15.0 by left-click.

1.2. Create a Fluid Flow (Fluent) Project:

Fig. (3-18): Workbench 15.0 screen.

a. Under the Toolbox tab (left menu), drag the 'FLUENT' module over
to the Workspace (white space).
b. The new Project will appear. 'Fluid Flow (Fluent)' Name it this will
differentiate the project file from some of the other fluent simulations
will be creating.
c. Save the project in any disc drive on computer by want.

Fig. (3-19): Create a Fluid Flow (Fluent) Project.

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1.3. Geometry:
a. In the Project box, double left‐click 'Geometry' and will open.
b. In the Menu bar, left‐click File >> Import External Geometry File...
c. In window select the SOLIDWORKS File as 'Parasolid' that named
'sample 1' and click 'OK'.
d. In the Top menu click 'Generate' icon.
e. In the 'Tree Outline' double click '1 Part, 1 Body' >> 'Solid'.
f. In the 'Details View' menu that will show up rename the 'Body' to
'Fluid' and select 'Fluid' at the 'Fluid/Solid'.
g. Save the Project and go back into ANSYS Workbench.
h. Make sure that a checkmark appears next to Geometry in the Project
box.

Fig. (3-20): Geometry the sample.

1.4. Mesh:
a. In the Project box, double left‐click 'Mesh' and will open and the
Geometry should automatically load.
b. In the 'Outline' menu, click the 'Mesh' tab.
c. The 'Details' menu will change to properties of the Mesh.
d. In 'Size' set 'Max Face Size' to 0.06 mm.
e. This will set 'Elements' to 453900 element and 'Nodes' to 487224
node. In the other samples may cross the 'Million' element and node
according to the surface area.
Table (3-1): Nodes of each sample.
Sample 1 Sample 2 Sample 3 Sample 4 Sample 5
Nodes 487224 516168 1116882 349204 500624

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f. In the Top menu click 'Generate Mesh' icon.

g. In the Top menu use the 'Face Selection' tool to select the face of the
geometry by left-click on face.
h. Once it is selected (the face turns green), right‐click and choose
'Create Named Selection'.
i. In the 'Selection Named' tab, repetitively named each face of the six
faces of the geometry to one of these titles (inlet, outlet, front, side,
top, bottom) by its location.
j. This naming process helps Fluent determine Boundary Conditions.
k. Save the Project and go back into ANSYS Workbench.
l. Make sure that a checkmark appears next to Mesh in the Project box
and if not appears right-click and choose 'Update'.

Fig. (3-21): Mesh the sample.

1.5. Setup and Solution:

To open Fluent, double‐click 'Setup' in the 'Project Box'. A dialog will
pop up with settings. Select the 'Double Precision' option and click 'OK'.
Once Fluent opens, geometry and mesh should automatically display and
the 'Tree' that have the (Meshing, Solution Setup, Solution, Result) lists.

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1.5.1. 'Solution Setup' list:

a. Click 'General' and its properties will display then click 'Check'.
b. Click 'Models' and the models types will display.
• Double left-click 'Energy' and the 'Energy' tab will display then
choose 'Energy Equation' then click 'OK'.
• Double left-click 'Viscous' and 'Viscous Model' tab will display
then by flow case select the model type with note that there are
three flow cases (Laminar, Transitional, Turbulent) so for
Laminar flow case choose 'Laminar' option but for the other two
cases (Transitional, Turbulent) choose 'k-epsilon (2 eqn)' option
(Because there aren't choice for transitional flow in the ANSYS)
then click 'OK'
c. Click 'Materials' and the materials types will display then choose
'air'.
d. Click 'Boundary Conditions' and will display the zones labeled
during meshing that correspond to the boundaries found in fluent then
select the zone and click Edit…
• Inlet: - In 'Momentum' set 'Velocity Magnitude' by m/s to (13.889,
27.778, 41.667) according to the flow velocity of each case then
in 'Thermal' set 'Temperature' according to the air temperature to
(298 k) then click 'OK'.
• Top, Bottom: - In 'Thermal' set 'Heat Flux' by w/m2 to (30.5845)
according to the water heat flux magnitude then click 'OK'.

Table (3-2): Boundary condition of each sample.

Zone Fluid Energy
Inlet Velocity 298 k
Side Walls No Slip Adiabatic
Top and Bottom Walls No Slip 30.5845 w/m2
Outlet Pressure Adiabatic

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Fig. (3-22): Solution Setup the sample.

1.5.2. 'Solution' list:

a. Click 'Monitor' select 'Residuals' and click Edit… and 'Residual
Monitors' tab will display. Under 'Equations' set 'Absolute Criteria'
for each Residual to (0.000001) and click 'OK'.
b. Click 'Solution Initialization' select 'Standard Initialization'. Under
'Compute from' select 'Inlet' then click 'Initialize'.
c. Click 'Run Calculation' and set 'Number of Iterations' to (2000) then
sequentially click 'Check Case …' and 'Calculate'.
d. Once the program calculates will display a ‘Plot’ of the residuals
(errors) for each of the equation parameters.
e. Note that the solution converged after approximately (250) iterations
to the minimum error.

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Fig. (3-23): Solution the sample.

f. In the other samples may reach iterations to (576) for converges the
solution to the minimum error.

Fig. (3-24): Maximum iterations between all samples.

On the basis of these steps, all samples with different cross-sections are
analyzed with all assuming velocities (three velocities) that result fifteen
analysis and results of all these analyses will be presented as illustrations and
diagrams in the next chapter of this project.

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CHAPTER 4

4.1. RESULTS:
All the results necessary to know the best numerical samples in convective
heat transfer were obtained. The results of the main sample will be compared
with the results of numerical samples for each velocity separately in terms of
temperature, pressure and performance. The behavior of the main sample
will be observed and defined as the basis for comparison. Then the behavior
of each numerical sample during three velocities is observed and compared
with the main sample and the results are listed as follow mentioned.

4.2. TEMPERATURE:
• For Case 1:
At the Inlet Plane of the sample 1, the temperature was observed equal to
(298.02) K, which was remain constant at the sample 2 and sample 4. At the
sample 3 and sample 5, the temperature decreased to (298.19) K.
At the Plane 1 of the sample 1, the temperature was observed equal to
(298.198) K, which was remain constant at the sample 3. At the sample 2
and sample 4, the temperature increased to (298.217, 298.299) K
respectively while at the sample 5, the temperature decreased to (298.19) K.
At the Plane 2 of the sample 1, the temperature was observed equal to
(298.271) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.305, 298.274, 298.416) K respectively while at the sample-
5, the temperature decreased to (298.259) K.
At the Plane 3 of the sample 1, the temperature was observed equal to
(298.323) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.369, 298.328, 298.497) K respectively while at the sample-
5, the temperature decreased to (298.306) K.
At the Outlet Plane of the sample 1, the temperature was observed equal to
(298.345) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.402, 298.352, 298.549) K respectively while at the sample-
5, the temperature decreased to (298.326) K. As shown in fig. (4-1) (a) and
fig. (4-4).

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• For Case 2:
At the Inlet Plane of the sample 1, the temperature was observed equal to
(298.019) K, which was remain constant at the sample 2, sample 3, sample-
4 and sample 5.
At the Plane 1 of the sample 1, the temperature was observed equal to
(298.087) K. At the sample 2 and sample 4, the temperature increased to
(298.096, 298.128) K respectively while at the sample 3 and sample 5, the
temperature decreased to (298.86, 298.084) K respectively.
At the Plane 2 of the sample 1, the temperature was observed equal to
(298.108) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.122, 298.109, 298.163) K respectively while at the sample-
5, the temperature decreased to (298.105) K.
At the Plane 3 of the sample 1, the temperature was observed equal to
(298.121) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.139, 298.122, 298.185) K respectively while at the sample-
5, the temperature decreased to (298.116) K.
At the Outlet Plane of the sample 1, the temperature was observed equal to
(298.111) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.132, 298.114, 298.19) K respectively while at the sample-
5, the temperature decreased to (298.107) K. As shown in fig. (4-1) (b) and
fig. (4-5).

• For Case 3:
At the Inlet Plane of the sample 1, the temperature was observed equal to
(298.019) K, which was remain constant at the sample 2, sample 3, sample-
4 and sample 5.
At the Plane 1 of the sample 1, the temperature was observed equal to
(298.071) K, which was remain constant at the sample 3. At the sample 2
and sample 4, the temperature increased to (298.079, 298.105) K
respectively while at the sample 5, the temperature decreased to (298.07) K
respectively.
At the Plane 2 of the sample 1, the temperature was observed equal to
(298.089) K, which was remain constant at the sample 3. At the sample 2
and sample 4, the temperature increased to (298.099, 298.132) K
respectively while at the sample 5, the temperature decreased to (298.086) K
respectively.

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At the Plane 3 of the sample 1, the temperature was observed equal to

(298.099) K, which was remain constant at the sample 3. At the sample 2
and sample 4, the temperature increased to (298.112, 298.148) K
respectively while at the sample 5, the temperature decreased to (298.096) K
respectively.
At the Outlet Plane of the sample 1, the temperature was observed equal to
(298.087) K. At the sample 2, sample 3 and sample 4, the temperature
increased to (298.102, 298.089, 298.148) K respectively while at the sample-
5, the temperature decreased to (298.084) K. As shown in fig. (4-1) (c) and
fig. (4-6).

4.3. PRESSURE:
• For Case 1:
At the Inlet Plane of the sample 1, the pressure was observed equal to
(123.664) Pa. At the sample 2, sample 3, sample 4 and sample 5, the pressure
increased to (131.476, 137.679, 129.002, 162.838) Pa respectively.
At the Plane 1 of the sample 1, the pressure was observed equal to (71.7378)
Pa. At the sample 2, sample 3, sample 4 and sample 5, the pressure increased
to (76.8669, 80.7419, 80.1114, 96.5373) Pa respectively.
At the Plane 2 of the sample 1, the pressure was observed equal to (43.0745)
Pa. At the sample 2, sample 3, sample 4 and sample 5, the pressure increased
to (46.2911, 48.6608, 48.5722, 58.4905) Pa respectively.
At the Plane 3 of the sample 1, the pressure was observed equal to (20.1496)
Pa. At the sample 2, sample 3, sample 4 and sample 5, the pressure increased
to (21.7001, 22.8325, 22.7792, 27.5578) Pa respectively.
At the Outlet Plane of the sample 1, the pressure was observed equal to
(0.09387) Pa. At the sample 2, sample 4 and sample 5, the pressure increased
to (0.10136, 0.10755, 0.13058) Pa respectively while at the sample 3, the
pressure decreased to (0.05912) Pa. As shown in fig. (4-2) (a) and fig. (4-7).

• For Case 2:
At the Inlet Plane of the sample 1, the pressure was observed equal to
(403.016) Pa. At the sample 2, sample 3 and sample 5, the pressure increased
to (439.021, 469.155, 525.099) Pa respectively while at the sample 4, the
pressure decreased to (381.551) Pa.

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At the Plane 1 of the sample 1, the pressure was observed equal to (271.529)
Pa. At the sample 2, sample 3 and sample 5, the pressure increased to
(296.629, 316.119, 358.565) Pa respectively while at the sample 4, the
pressure decreased to (266.834) Pa.
At the Plane 2 of the sample 1, the pressure was observed equal to (170.276)
Pa. At the sample 2, sample 3 and sample 5, the pressure increased to
(187.29, 199.579, 227.298) Pa respectively while at the sample 4, the
pressure decreased to (167.537) Pa.
At the Plane 3 of the sample 1, the pressure was observed equal to (82.9274)
Pa. At the sample 2, sample 3 and sample 5, the pressure increased to
(91.7417, 98.0179, 112.149) Pa respectively while at the sample 4, the
pressure decreased to (81.3655) Pa.
At the Outlet Plane of the sample 1, the pressure was observed equal to
(0.39699) Pa. At the sample 2, sample 4 and sample 5, the pressure increased
to (0.44522, 0.39812, 0.55265) Pa respectively while at the sample 3, the
pressure decreased to (0.27424) Pa. As shown in fig. (4-2) (b) and fig. (4-8).

• For Case 3:
At the Inlet Plane of the sample 1, the pressure was observed equal to
(675.144) Pa. At the sample 2, sample 3 and sample 5, the pressure increased
to (735.957, 792.727, 872.036) Pa respectively while at the sample 4, the
pressure decreased to (649.503) Pa.
At the Plane 1 of the sample 1, the pressure was observed equal to (463.781)
Pa. At the sample 2, sample 3 and sample 5, the pressure increased to
(505.083, 541.659, 604.298) Pa respectively while at the sample 4, the
pressure decreased to (463.679) Pa.
At the Plane 2 of the sample 1, the pressure was observed equal to (288.525)
Pa. At the sample 2, sample 3, sample 4 and sample 5, the pressure increased
to (316.176, 339.016, 290.229, 378.986) Pa respectively.
At the Plane 3 of the sample 1, the pressure was observed equal to (139.277)
Pa. At the sample 2, sample 3, sample 4 and sample 5, the pressure increased
to (153.306, 164.806, 139.995, 184.548) Pa respectively.
At the Outlet Plane of the sample 1, the pressure was observed equal to
(0.6484) Pa. At the sample 2, sample 4 and sample 5, the pressure increased
to (0.7286, 0.66522, 0.89597) Pa respectively while at the sample 3, the
pressure decreased to (0.46182) Pa. As shown in fig. (4-2) (c) and fig. (4-9).

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CHAPTER 4 RESULTS
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4.4. VELOCITY:
• For Case 1:
At the Plane 4 of the sample 1, the velocity was observed equal to (20.0054)
m/s. At the sample 2, sample 3 and sample 4, the velocity increased to
(20.1534, 20.059, 20.1768) m/s respectively while at the sample 5, the
velocity decreased to (19.4079) m/s. As shown in fig. (4-3) (a).
• For Case 2:
At the Plane 4 of the sample 1, the velocity was observed equal to (35.446)
m/s. At the sample 2, sample 4 and sample 5, the velocity decreased to
(35.2055, 35.0666, 33.675) m/s respectively while at the sample 3, the
velocity increased to (36.032) m/s. As shown in fig. (4-3) (b).
• For Case 3:
At the Plane 4 of the sample 1, the velocity was observed equal to (51.7017)
m/s. At the sample 2, sample 4 and sample 5, the velocity decreased to
(51.4703, 51.2523, 49.0402) m/s respectively while at the sample 3, the
velocity increased to (52.5739) m/s. As shown in fig. (4-3) (c).

4.5. PERFORMANCE:
• For Case 1:
The performance of other samples was calculated relative to sample 1 and
the performance at the Inlet Plane of the sample 2, sample 3, sample 4 and
sample 5 was observed decreased to (0.97979, 0.96481,0.98601,0.91235)
respectively.
The performance at the Plane 1 of the sample 2, sample 3, sample 4 and
sample 5 was observed decreased to (0.97798, 0.96135, 0.96773, 0.90548)
respectively.
The performance at the Plane 2 of the sample 2, sample 3, sample 4 and
sample 5 was observed decreased to (0.97759, 0.96028, 0.96626, 0.90262)
respectively.
The performance at the Plane 3 of the sample 2, sample 3, sample 4 and
sample 5 was observed decreased to (0.97736, 0.95937, 0.96653, 0.90028)
respectively.
The performance at the Outlet Plane of the sample 2, sample 4 and sample 5
was observed decreased to (0.97692, 0.96335, 0.89514) respectively. While
at the sample 3, the performance increased to (1.16694). As shown in fig. (4-
10).

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CHAPTER 4 RESULTS
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• For Case 2:
The performance of other samples was calculated relative to sample 1 and
the performance at the Inlet Plane of the sample 2, sample 3 and sample 5
was observed decreased to (0.97187, 0.95061, 0.91557) respectively. While
at the sample 4, the performance increased to (1.01841).
The performance at the Plane 1 of the sample 2, sample 3 and sample 5 was
observed decreased to (0.97131,0.95054, 0.91137) respectively. While at the
sample 4, the performance increased to (1.00747).
The performance at the Plane 2 of the sample 2, sample 3 and sample 5 was
observed decreased to (0.96929, 0.94848, 0.90811) respectively. While at
the sample 4, the performance increased to (1.00762).
The performance at the Plane 3 of the sample 2, sample 3 and sample 5 was
observed decreased to (0.96758, 0.94583, 0.90409) respectively. While at
the sample 4, the performance increased to (1.00892).
The performance at the Outlet Plane of the sample 2 and sample 5 was
observed decreased to (0.96331, 0.89544) respectively. While at the sample-
3 and sample 4, the performance increased to (1.13136, 1.00219)
respectively. As shown in fig. (4-11).

• For Case 3:
The performance of other samples was calculated relative to sample 1 and
the performance at the Inlet Plane of the sample 2, sample 3 and sample 5
was observed decreased to (0.97166, 0.94788, 0.91823) respectively. While
at the sample 4, the performance increased to (1.01298).
The performance at the Plane 1 of the sample 2, sample 3 and sample 5 was
observed decreased to (0.97227, 0.94957, 0.91552) respectively. While at
the sample 4, the performance increased to (1.00143).
The performance at the Plane 2 of the sample 2, sample 3, sample 4 and
sample 5 was observed decreased to (0.97034, 0.94766, 0.99974, 0.91299)
respectively.
The performance at the Plane 3 of the sample 2, sample 3 and sample 5 was
observed decreased to (0.96901, 0.94544, 0.91034) respectively. While at
the sample 4, the performance increased to (1.00024).
The performance at the Outlet Plane of the sample 2, sample 4 and sample 5
was observed decreased to (0.96244, 0.99391, 0.89771) respectively. While
at the sample 3, the performance increased to (1.11984). As shown in fig. (4-
12).

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CHAPTER 4 RESULTS
____________________________________________________________________________________

(Sample 1)

(Sample 2)

(Sample 3)

(Sample 4)

(Sample 5)

(a) (b) (c)

Fig. (4-1): Illustrations of the Temperature Analyzed Results: (a) At First

Velocity. (b) At Second Velocity. (c) At Third Velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

(Sample 1)

(Sample 2)

(Sample 3)

(Sample 4)

(Sample 5)

(a) (b) (c)

Fig. (4-2): Illustrations of the Pressure Analyzed Results: (a) At First

Velocity. (b) At Second Velocity. (c) At Third Velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

(Sample 1)

(Sample 2)

(Sample 3)

(Sample 4)

(Sample 5)

(a) (b) (c)

Fig. (4-3): Illustrations of the Velocity Analyzed Results: (a) First

Velocity. (b) Second Velocity. (c) Third Velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

Temperature diagram for Case 1

25.6

25.5

25.4
Temperature

25.3

25.2

25.1

25
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-4): Diagram compare the temperature results at the first velocity.

Temperature diagram for Case 2

25.2

25.18

25.16

25.14
Temperature

25.12

25.1

25.08

25.06

25.04

25.02

25
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-5): Diagram compare the temperature results at the second velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

Temperature diagram for Case 3

25.16

25.14

25.12

25.1
Temperature

25.08

25.06

25.04

25.02

25
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-6): Diagram compare the temperature results at the third velocity.

Pressure diagram for Case 1

160

140

120

100
Pressure

80

60

40

20

0
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-7): Diagram compare the pressure results at the first velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

Pressure diagram for Case 2

500

400
Pressure

300

200

100

0
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-8): Diagram compare the pressure results at the second velocity.

Pressure diagram for Case 3

800

700

600
Pressure

500

400

300

200

100

0
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-9): Diagram compare the pressure results at the third velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

Performance diagram for Case 1

1.2

1.15
Performance Evaluation Factor

1.1

1.05

0.95

0.9

0.85
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-10): Diagram compare the performance factor at the first velocity.

Performance diagram for Case 2

1.15

1.1
Performance Evaluation Factor

1.05

0.95

0.9

0.85
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-11): Diagram compare the performance factor at the second velocity.

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CHAPTER 4 RESULTS
____________________________________________________________________________________

Performance diagram for Case 3

1.15

1.1
Performance Evaluation Factor

1.05

0.95

0.9

0.85
Inlet Plane 1 Plane 2 Plane 3 Outlet
Fin Tube Planes

Sample 1 Sample 2 Sample 3 Sample 4 Sample 5

Fig. (4-12): Diagram compare the performance factor at the third velocity.

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 CHAPTER 5

5.1. CONCLUSIONS:
The results of the numerical samples were compared with the results of
Sample 1 in terms of temperature, pressure, velocity and performance, and
the following was concluded:
1. Sample 4 achieved the highest rate of heat dissipation without any low
through the sample planes , while sample 5 achieved the lowest heat
dissipation rate.
2. Sample 4 achieved the best relative decrease in velocity, which
positively affected the increase in heat dissipation rate.
3. Sample 5 achieved the highest relative decrease in velocity, which
negatively affected the increase in heat dissipation rate.
4. Sample 4 achieved the best pressure drop, while sample 5 achieved the
worst pressure drop.
5. Sample 4 achieved the best evaluated performance, while sample 5
achieved the worst evaluated performance.

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