AN INVESTIGATION INTO THE EFFECT OF FAN BLADE DESIGN ON ITS FLOW CHARACTERISTICS

Abstract

INTRODUCTION/PROJECT BACKGROUND

The car, which is supplemented by busses, airways, trains and watercourses, remains the most popular means of transport mode. Diesel combustion engines drive all other cars. There is an overwhelming number of pollution produced by an increasing number of cars. We have tighter emission standards in order to regulate this and our cars can comply with them. To do so, cars must be rendered more power efficient, thereby reducing fuel consumption and pollution. The design and scope of radiator fan is of paramount importance in terms of operation and energy consumption. Furthermore, increased cooling would in turn increase engine efficiency.

Figure 1 Components within an automotive cooling system

Power usage in fans is primarily determined by different losses, including friction, input failure, vibration loss, clarity loss, and diffuser loss, with heavy costs in fans caused by poor models (Lee, Kim, and Samad, 2008). The axial fan’s excessive energy consumption is attributed to an inexperienced design technique, rash collection, and poor fan design. The design and selection of radiator fans is critical in terms of operation and power use. Furthermore, better cooling would boost engine efficiency (Purushothama, 2009).

Numerous losses, such as loss of pumping friction, loss of entry, shock loss, loss of clearance and loss of diffusers, have greatly affected the power consumption among fans. Due to the undefinable design, a sloppy collection and improper fan installation, excess power usage in the axial fan. A combination of aerodynamic, mechanical, electrical, structural and operative components will be required for any overall optimization exercise, i.e. achieving high fan efficiency or low energy use (Panigrahi and Mishra, 2014).

Improving energy quality in fans by the reduction of different losses is thus a vital element in energy conservation and is primarily driven by fans’ correct configuration. The fan blades are the most critical aspect of the fans.

Radiators are heat exchangers that are used to cool automotive internal combustion engines. Internal combustion engines are frequently cooled by circulation by the engine block with a solvent called the coolant, which heats it, and by a heater, where it heats up and returns to the generator. A cooler air through the radiator is needed to cool the coolant through an axial fan(Kennedy,1912).

The temperature of the engine is influenced by the radiator size and radiator fan form. Radiator airflow speed is a major impact on the heat that it dissipates.

A wide range of losses have significantly impaired fans’ power consumption, including loss of pumping inertia, intactness, loss of shot, loss of clearance and loss of diffusers. Because of the refinable nature, sloppy compilation and improper ventilator installation, excess power consumption in the axial fan for any overall optimisation exercise, e.g. achieving high fan performance or low energy use, a mixture of aerodynamic, mechanical, electrical, structural and operative components is essential.

Since the radiator pulls power away from the engine, it increases the engine load and decreases the engine’s net output power. Therefore, fan performance must be improved to reduce the power drawn.

The shape of the air foils of blades plays an important role in the fans’ performance and is primarily based on the profile of the blades for axial flow fans. Therefore, a potential to boost energy efficiency by reduction of losses and improved fan efficiency is available through aerodynamically designed fan blades made of suitable material. By enhancing the fan configuration, the overall radiator output is improved, and the engine efficiency is increased (Pelonis, 2015).

Our goal is to model and assess the movement of CFD software axial supporters and to draw lessons from their outcomes to maximise efficiency. A CFD simulation of the performance of the axial fan was used. For several blades, rotation speed, angle of lamps, blade spread, blade thickness, bladder surface and blade distance, the effect on numeric simulations of various attack angles on select areas were carried out in a turbulent REYN study. Aerodynamic properties lifting and pulling the aerofoil components. Aerodynamic characteristics of aerofoil segments are needed to pick a suitable profile for the axial flow mine ventilation pales. The coefficients of lifting and drag at various angles have been defined for the maximum ratio drag-to-drag.

Radiator and Fan bladedesign (background and history, use, overview)

FAN BLADE DESIGN

A ventilator is a powerful air flow system. A revolving system of vanes or blades acting on the air comprises of a fan. The revolving blade and hub assembly is referred to this as the rotor, rotor or runner. It is usually included in some accommodation or event. The airflow may be guided or protection improved by stopping artifacts from touching fan blades. Many fans driven by electric motors, however hydraulic engines, hands cranks, and diesel engines could be used for other sources of electricity.

Mechanically, a fan can be any revolving vane, or vanes used for producing currents of air. Fans produce air flows with high volume and low pressure (although higher than ambient pressure), as opposed to compressors which produce high pressures at a comparatively low volume. A fan blade will often rotate when exposed to an air-fluid stream, and devices that take advantage of this, such as anemometers and wind turbines, often have designs similar to that of a fan.

Typical applications include climate control and personal thermal comfort (e.g., an electric table or floor fan), vehicle engine cooling systems (e.g., in front of a radiator), machinery cooling systems (e.g., inside computers and audio power amplifiers), ventilation, fume extraction, winnowing (e.g., separating chaff of cereal grains), removing dust (e.g. sucking as in a vacuum cleaner), drying (usually in combination with a heat source) and providing draft for a fire.

While fans are often used to cool people, they do not cool air (electric fans may warm it slightly due to the warming of their motors), but work by evaporative cooling of sweat and increased heat convection into the surrounding air, due to the airflow from the fans. Thus, fans may become ineffective at cooling the body if the surrounding air is near body temperature and contains high humidity. A fan blade is generally made of wood, plastic, or metal.

Fans have several applications in the industries. Some fans directly cool the machine and process, and may be indirectly used for cooling in the case of industrial heat exchangers.

These are critical machines and responsible for operating the entire plant, which may shut down without the proper fan. In mine and tunnel, it also used as safety equipment.

SOLIDWORKS

SolidWorks is a solid modeling computer-aided design (CAD) and computer-aided engineering (CAE) computer program published by Dassault Systèmes, that runs primarily on Microsoft Windows. While it is possible to run SolidWorks on an Intel-based Mac with Windows installed, the application’s developer recommends against this.SolidWorks does not support macOS.

According to the publisher, over two million engineers and designers at more than 165,000 companies were using SolidWorks as of 2013 (Sicot, 2013). Also, according to the company, fiscal year 2011–12 revenue for SolidWorks totaled $483 million.

SolidWorks Corporation was founded in December 1993 by Massachusetts Institute of Technology graduate Jon Hirschtick. Hirschtick used $1 million he had made while a member of the MIT Blackjack Team to set up the company (Tremblay, 2008) Initially based in Waltham, Massachusetts, United States, Hirschtick recruited a team of engineers with the goal of building 3D CAD software that was easy-to-use, affordable, and available on the Windows desktop. Operating later from Concord, Massachusetts, SolidWorks released its first product SolidWorks 95, in November 1995. In 1997 Dassault, best known for its CATIA CAD software, acquired SolidWorks for $310 million in stock.[6] Jon Hirschtick stayed on board for the next 14 years in various roles. Under his leadership, SolidWorks grew to a $100 million revenue company.

SolidWorks currently markets several versions of the SolidWorks CAD software in addition to eDrawings, a collaboration tool, and DraftSight, a 2D CAD product.

SolidWorks was headed by John McEleney from 2001 to July 2007 and Jeff Ray from 2007 to January 2011. The current CEO is Gian Paolo Bassi from Jan 2015. Gian Paolo Bassi replaces Bertrand Sicot, who is promoted Vice President Sales of Dassault Systèmes’ Value Solutions sales channel.

SolidWorks is a solid modeler, and utilizes a parametric feature-based approach which was initially developed by PTC (Creo/Pro-Engineer) to create models and assemblies. The software is written on Parasolid-kernel.

Parameters refer to constraints whose values determine the shape or geometry of the model or assembly. Parameters can be either numeric parameters, such as line lengths or circle diameters, or geometric parameters, such as tangent, parallel, concentric, horizontal or vertical, etc. Numeric parameters can be associated with each other through the use of relations, which allows them to capture design intent.

Design intent is how the creator of the part wants it to respond to changes and updates. For example, you would want the hole at the top of a beverage can to stay at the top surface, regardless of the height or size of the can. SolidWorks allows the user to specify that the hole is a feature on the top surface, and will then honor their design intent no matter what height they later assign to the can.

Features refer to the building blocks of the part. They are the shapes and operations that construct the part. Shape-based features typically begin with a 2D or 3D sketch of shapes such as bosses, holes, slots, etc. This shape is then extruded to add or cut to remove material from the part. Operation-based features are not sketch-based, and include features such as fillets, chamfers, shells, applying draft to the faces of a part, etc.

Figure 2 SolidWorks top-down design approach

(Source:- Bart Brejcha)

Building a model in SolidWorks usually starts with a 2D sketch (although 3D sketches are available for power users). The sketch consists of geometry such as points, lines, arcs, conics (except the hyperbola), and splines. Dimensions are added to the sketch to define the size and location of the geometry. Relations are used to define attributes such as tangency, parallelism, perpendicularity, and concentricity. The parametric nature of SolidWorks means that the dimensions and relations drive the geometry, not the other way around. The dimensions in the sketch can be controlled independently, or by relationships to other parameters inside or outside the sketch.

In an assembly, the analog to sketch relations are mates. Just as sketch relations define conditions such as tangency, parallelism, and concentricity with respect to sketch geometry, assembly mates define equivalent relations with respect to the individual parts or components, allowing the easy construction of assemblies. SolidWorks also includes additional advanced mating features such as gear and cam follower mates, which allow modeled gear assemblies to accurately reproduce the rotational movement of an actual gear train.

Finally, drawings can be created either from parts or assemblies. Views are automatically generated from the solid model, and notes, dimensions and tolerances can then be easily added to the drawing as needed. The drawing module includes most paper sizes and standards (ANSI, ISO, DIN, GOST, JIS, BSI and SAC).

Figure 3 SolidWorks top-down design approach

(Source:- SolidWorks a parametric solids modeling package)

SolidWorks files (previous to version 2015) use the Microsoft Structured Storage file format. This means that there are various files embedded within each SLDDRW (drawing files), SLDPRT (part files), SLDASM (assembly files) file, including preview bitmaps and metadata sub-files. Various third-party tools (see COM Structured Storage) can be used to extract these sub-files, although the subfiles in many cases use proprietary binary file formats.

SolidWorks allows saving 3D Model information in *.step format, which lets the model be displayed and modified in other platforms from other vendors.

CFD AND STAR-CCM+

Computational fluid dynamics (CFD) is a branch of fluid mechanics that uses numerical analysis and data structures to analyze and solve problems that involve fluid flows. Computers are used to perform the calculations required to simulate the free-stream flow of the fluid, and the interaction of the fluid (liquids and gases) with surfaces defined by boundary conditions. With high-speed supercomputers, better solutions can be achieved, and are often required to solve the largest and most complex problems. Ongoing research yields software that improves the accuracy and speed of complex simulation scenarios such as transonic or turbulent flows. Initial validation of such software is typically performed using experimental apparatus such as wind tunnels. In addition, previously performed analytical or empirical analysis of a particular problem can be used for comparison. A final validation is often performed using full-scale testing, such as flight tests.

Figure 4 Scientific visualization of an extremely large simulation of a Raleigh-Taylor instability problem

(Source: Lawrence Livermore National Laboratory)

Simcenter STAR-CCM+ is a commercial Computational Fluid Dynamics (CFD) based simulation software developed by Siemens Digital Industries Software. Simcenter STAR-CCM+ allows the modeling and analysis of a range of engineering problems involving fluid flow, heat transfer, stress, particulate flow, electromagnetics and related phenomena (CFD, 2020)

Formerly known as STAR-CCM+, the software was first developed by CD-adapco and was acquired by Siemens Digital Industries Software as part of the purchase of CD-adapco in 2016. It is now a part of the Simcenter Portfolio of software tools.

Figure 5 Simcenter STAR-CCM+ client running on Microsoft Windows

(Source:- Siemens Digital Industries Software)

After deciding to design a new, integrated CFD tool to replace the current product STAR-CD, which was created during the 1980s and 1990s by Computational Dynamics Ltd, a spin-off company from Professor Brian Spalding’s Imperial College London research group, development work on STAR-CCM+ began. STAR-CD has been extensively used in the car industry in particular. STAR-CCM+ is targeted at using more advanced methods of programming and including a broad context.

At the AIAA Aerospace Science Conference in Reno, Nevada in 2004, STAR-CCM+ was announced. A generalized polyhedral cell formulation was a unique feature that allows the solver to handle any imported mesh type. The first publication featured the first commercially viable polyhedral mesher, which offered quicker convergence of the model than an analogous tetrahedral mesh (Milovan, 2004) With an on-going upgrade, Simcenter STAR-CCM+ will be developed every four months with a new update. The programme, structured query language ( sql programming, uses an architescture of client servers (Antonello, 2018).

In order to quantify the transmission of physical quantities on a discreet mesh SIMCER-CCM+ is primarsily computational dynamic fluid program that uses the finite element analysis or finite volume procedure. Until Siemens acquired CD-adapco, the consumer base consisted of some 3,200 accounts, representing 52 percent of licensing revenue to the automotive sector. The Navier–Stokes equations in each of the cells was solved for fluid flow. Simcenter STAR-CCM+ has the ability to perform multiphysics including:

Movement with several phases

Method of the discrete item

Fluid process volume

Liquid with Non-Newton

Rheology

Disturbance

Sensitivity

AIMS AND OBJECTIVES

AIM

To investigate the effect of blade design on the flow characteristics of a car radiator fan blade using CFD analysis.

OBJECTIVES

This aim will be fulfilled through the following objectives:

To conduct a critical and extensive review of relevant literature on CFD method of analysing fan blades.

To design and simulate CFD models of fan blade to predict the thrust force, drag force, and fluid velocity.

To determine the efficiency of the fan blade.

To see that the result of adjusting parameters such as number of blades, rotation speed, pad angle, blade thickness, blade area and blade distance.
To validate and optimise the numerical results with

METHODOLOGY

Step 1: literature review of relevant articles, to understand the whole concept of CFD method and how to formulate its governing models

Step 2: literature review of car radiator fan blade design

Step 3: rough design of fan blade for a car radiator

Step 4: design the model in a CFD software like star CCM+ or ANSYS

Step 5: analyse different flow characteristics and forces on the fan blade.

Step 6: validate the simulation results with experimental/theoretical values and determining the errors.

Step 7: perform these steps with different blades by changing different parameters like number of blades, blade angle, blade thickness, area of blade and distance between blades and understand the effect on the flow.

LITERATURE SURVEY

SOLIDWORKS

SW INTRODUCTION

The SOLIDWORKS® CAD software is a mechanical design automation application that lets designers quickly sketch out ideas, experiment with features and dimensions, and produce models and detailed drawings.

SW CONCEPTS

Concepts Parts are the basic building blocks in the SOLIDWORKS software. Assemblies contain parts or other assemblies, called subassemblies. A SOLIDWORKS model consists of 3D geometry that defines its edges, faces, and surfaces. The SOLIDWORKS software lets you design models quickly and precisely.

SOLIDWORKS models are:

Defined by 3D design
Based on components

3D DESIGN

SOLIDWORKS uses a 3D design approach. As you design a part, from the initial sketch to the final result, you create a 3D model. From this model, you can create 2D drawings or mate components consisting of parts or subassemblies to create 3D assemblies. You can also create 2D drawings of 3D assemblies. When designing a model using SOLIDWORKS, you can visualize it in three dimensions, the way the model exists once it is manufactured.

Figure 6 Solidworks 3D model

SolidWorks mechanical design automation software is a feature-based, parametric solid modelling design tool which takes advantage of the easy to learn Windows™ graphical user interface. You can create fully associative 3-D solid models with or without constraints while utilizing automatic or user defined relations to capture design intent.

FEATURE BASED

Just as an assembly is made up of a number of individual piece parts, a SolidWorks model is also made up of individual shapes/forms known as features. The SolidWorks interface allows near intuitive creation of geometric features such as bosses, cuts, holes, ribs, fillets, chamfers, and draft. As the features are created they are applied directly to the work piece. Features can be classified as either sketched or applied.

To illustrate the concept of feature-based modelling, consider the part. This part can be visualized as a collection of several different features – some of which add material, like the cylindrical boss, and some which remove material, like the blind hole. If we were to map the individual features to their corresponding listing in the Feature Manager design tree, it would look like this:

Figure 7 Feature based 3D part

PARAMETRIC

The dimensions and relations used to create a feature are captured and stored in the model. This not only enables you to capture your design intent, it also allows you to quickly and easily make changes to the model.

Driving Dimensions

These are the dimensions used when creating a feature. They include the dimensions associated with the sketch geometry, as well as those associated with the feature itself. A simple example of this would be a feature like a cylindrical boss. The diameter of the boss is controlled by the diameter of the sketched circle. The height of the boss is controlled by the depth to which that circle was extruded when the feature was made.

Relations

These include such information as parallelism, tangency, and concentricity. Historically, this type of information has been communicated on drawings via feature control symbols. By capturing this in the sketch, Solid Works enables the user to fully capture your design intent up front, in the model.

Solid Modelling

A solid model is the most complete type of geometric model used in CAD systems. It contains all the wire frame and surface geometry necessary to fully describe the edges and faces of the model. In addition to the geometric information, it has the information called topology that relates the geometry together. An example of topology would be which faces (surfaces) meet at which edge (curve). This intelligence makes operations such a filleting as easy as selecting an edge and specifying a radius.

Fully Associative

A SolidWorks model is fully associative to the drawings and assemblies that reference it. Changes to the model are automatically reflected in the associated drawings and assemblies. Likewise, you can make changes in the context of the drawing or assembly and know that those changes will be reflected back in the model.

Sketched Features: One that is based upon a 2-D sketch – only this type can be used as a base feature.

Applied Features: Created directly on the solid model. Fillets and chamfers are examples of this type of feature.

BRIEF HISTORY

It all started in 1993, when founder Jon Hirschtick recruited a team of engineers with the purpose of making 3D CAD more accessible. Hirschtick used $1 million that he earned while a member of the acclaimed MIT Blackjack Team to get his new venture off the ground. The team’s goal was to build an easy-to-use, affordable software built on the Windows platform. This was truly revolutionary; all other popular CAD systems were built on Unix at the time. After a couple years in development, the initial release of SOLIDWORKS finally came.

1995-2005

SOLIDWORKS launches at a price point of only $4,000; compared to $18,000 for other CAD systems.
The software was easier to use: a user could become comfortable with only 3 months of experience, compared to 3 years with other CAD software on the market. A large part of the ease-of-use was due to being on the modern, well-known Windows interface.
The visualization of the model was unprecedented. Building features in a fully-lit, shaded environment was a stark contrast to the traditional modeling space which only showed a wireframe against a black background
A similar Feature Manager to what we are familiar with now was used to show the history of how a model was built
Parts, assemblies, and drawings were all available from the start. Users couldn’t apply mates in assemblies yet, but could still place components into position
In-context modeling was introduced. This allowed for the top-down assembly modeling method to be used.
Users could now use mates in assemblies and capture dynamic assembly motion. Along with interference detection, users could verify form, fit, and function much more easily
Drag and drop functionality for moving one assembly component into another assembly
Configurations in parts
Automated Bill of Materials. There was only one way with no customization options, but it worked
Sheet metal functionalities were released for the first time
Library features were now available
The Loft feature could now use guide curves
SOLIDWORKS acquired by Dassault Systemes
Feature palette released, which is now similar to what the Design Library does. Pre-made features that can be dragged and dropped onto the model
Sketch diagnostics to help the user understand why a sketch wouldn’t work for a particular feature
Tangency controls for Lofts and Sweeps
Assembly envelopez
First SOLIDWORKS World in Palm Springs
Real-time collision detection for assemblies when dragging components
3D Sketch introduced
Piping module released

eDrawings released
Hole Wizard interface implemented
Surfacing made more useful with the ability to knit, trim, and extend surfaces
SOLIDWORKS Explorer
Dynamic clearance detection to verify minimum gaps are maintained between assembly components
Mirror components in assemblies
Heads up interactions. Previously, in any CAD system, the software would bring up an entire dialog on top of the model whenever a command was selected. SOLIDWORKS started doing away with this and moved toward the PropertyManagers we know now with shaded callouts back to the model
Flexible subassemblies were now allowed, to further capture accurate assembly motion
Fill surface command introduced
DXF/DWG Import Wizard was released
3D Meeting, which was eventually retired a few releases later. Leveraged Microsoft Live Meeting and allowed for real-time synchronous meeting with screen sharing
COSMOSXpress, the first Xpress product, brought simple part validation onto every desktop
3DContentCentral provided users a community to interact and share their models
Multi-body part design. This was a really big deal and is now the basis for what Weldments, Sheet Metal, and Mold Design is now
PDMWorks was acquired and SOLIDWORKS Office Professional package was introduced. Began to include PDM as part of what is offered to every customer
Interface update, including CommandManager, flyout FeatureManager, and Manager view tabs for PropertyManager and ConfigurationManager
Mold Tools and Weldments were introduced
Auto Balloon command implemented to match balloon numbering from BOM item number
Limit Mates to capture more complex assembly motion
RealView Graphics were rolled out to allow for more photorealistic graphics at all times

2005-2019

Drawing compare, giving the user a tool to compare changes between two drawings
Flex feature
Electrical routing, to go along with the pipe routing
Auto-dimension in Drawings, to capture dimensions already defined in the model
Ability to sketch infinite lines
SOLIDWORKS Rx was released to help tech support better identify issues
Smart Components released with functionality that allows for intelligent assembly component placement for things like hardware
Fill pattern introduced
Sketch blocks introduced
Display states
Design checker, allowing users to dynamically check their model against company standards
Camera view functionality added
SOLIDWORKS Office Premium package released including Routing, COSMOSWorks and COSMOSMotion for simulation, and ScanTo3D
SWIFT tools to help the designer dynamically see why there are problems or errors with their model while providing automated solutions
Belt, chain, and gear functionalities were made available in assemblies
Freeform command for Surfacing
User Interface was completely overhauled and modernized with new menu bar and CommandManager layout. Context toolbars and shortcut bars were also available for the first time. All of these interface components were now fully customizable as well
Instant3D, providing the ability to drag and manipulate geometry to easily test different design concepts
TolAnalyst released
Design clipart, making re-use of existing 2D and 3D data easier by dissecting existing data for reuse in another model
DriveWorksXpress and DFMXpress introduced
PhotoView360 image rendering introduced as the first renderer to access multi-core capabilities of processor
SpeedPak now available to simplify components in an assembly
Sensors were introduced for goal seeking capabilities
CircuitWorks released and added to SOLIDWORKS Office Premium package

Sustainability package now offered to help users understand the environmental impacts of their designs
Rapid dimensioning made creating detail drawings much easier
Event-based Motion Simulation introduced
Mouse gesture shortcuts made available for the first time
Multi-body sheet metal modeling is now available
Equations editor was completely overhauled and made more user friendly
Large Design Review introduced
Feature Freeze now gives the user more control over performance
Sheet metal enhancements: more options in edge flange, swept flange introduced, forming tools made more user-friendly
View Orientation was given a dialog box, no longer just on the heads-up toolbar. The selector cube was also introduced along with the ability to save views for later use
Previous release file interoperability: 2013 files could now be opened in 2012 SP5
Conic sketch entity introduced
Intersect feature
CAD Admin Dashboard made available on the Customer Portal
Ability to add standard mates via a context toolbar shortcut
Replace sketch entity gave users the ability to replace an old entity with a new one and still maintain downstream references
Lofted Bend feature in sheet metal introduced
Able to create Conic Fillets
Style splines sketch command
Auto-scale first sketch. Now, when creating the first dimension on a sketch, all entities will resize themselves to scale
Ability to configure structural member profiles. The profile sketch was now allowed to have configurations which greatly changed the number of files that needed to be organized
MySolidWorks released as an online resource for community, self-paced training, and all things SOLIDWORKS
PhotoView360 was fully integrated into the SOLIDWORKS interface
Walk-through ability is now available
Defeature tool introduced to help limit the amount of intellectual property in a model
Planar simplification now available in Simulation
Auto-arrange dimensions in a drawing

Figure 8 Interface of Solidworks 2001

Dynamic reference visualization, to help users understand parent/child relationships
Selection sets were introduced for easy re-use of geometry selection combinations
Ability to 3D print directly out of SOLIDWORKS
Fatigue studies in Simulation
Profile center mate
Release of SOLIDWORKS MBD
User Interface redesign, including better support for high resolution monitors
Blue/gray color pallet made default over the traditional color scheme
Selection breadcrumbs introduced, making relevant commands more accessible
Mate Controller tool implemented, to capture assembly positioning more accessibly
Ability to globally replace failed mate entities
Thread feature introduced
PDM Standard released and added to SOLIDWORKS Professional package
SOLIDWORKS Visualize released as a stand-alone photo rendering application
3D Interconnect introduced to streamline collaboration of different filetypes into SOLIDWORKS
Asset Publisher with ground plane and magnetic mates to make large assembly layouts easy
Advanced Hole feature introduced
Wrap feature enhanced to create geometry on more types of face selections
Shaded sketch contours for enhanced selection and manipulation capabilities
User settings can now follow a login. The newly released online licensing can also follow this login, giving users another option when needing to use SOLIDWORKS on more than one computer
Select over geometry which allowed users to ignore geometry and make a selection of some other entity on top of it
Tab and Slot feature introduced, automating the previously manual method commonly used in sheet metal and weldments
Ability to mirror entities in a 3D sketch
Pen, touch, and gesture based sketching functionality available for the first time
Topology simulation studies introduced

Figure 9 Interface of Solidworks 2018

Significant assembly performance improvements
Silhouette defeature command which simplifies the process of removing detail from models for performance improvement or for protecting intellectual property
Convert an image to a mesh/bump map, creating actual 3D geometry from an image file

ABOUT DASSAULT SYSTEM

Dassault Systèmes, the 3DEXPERIENCE Company, has the mission to provide business and people with 3DEXPERIENCE universes to imagine sustainable innovations harmonizing product, nature and life. This purpose has given birth to a unique portfolio of products and Industry Solution Experiences whose key strengths are in their scientific content and deep understanding of industrial processes. The Company’s software portfolio spans a wide spectrum of domains from modelling and scientific simulation to production and logistics optimization, and is applicable from Natural Resources to Cities, Transportation, Buildings, Smart Products, Consumer Goods, all the way to biological systems and chemistry.

Consumers today demand product experiences that enrich their lives in meaningful ways. Experience Thinking is a framework for innovation, focusing on engaging consumers with breathtaking product experiences that are smarter, intuitive and sustainable.

CAPABILITIES

Business Transformation.
CAD Management.
Customisation and Programming.
Design Automation.
PDM Implementation.
PDM Customisation.
Simulation (CFD and FEA)
Rendering and Animation.

ADVANTAGES

User friendly (Easy to learn)
Integrated to different other software’s like SOLID CAM, ANSYS. (Direct import and export of the file can be done easily)
Complex motion analysis can be done.
Realistic rendering can be obtained but not that good as Catia.
Complex surfaces can be Designed and their patterns can be viewed.
A proper estimation of Cost report and durability of the given product can be obtained.
Weldments is an additional added feature then other software’s

DISADVANTAGES

Few modules like Ergonomics is still missing.

Drawing and drafting particular product is still to basic level.

STAR CCM+

DETAILED INFORMATION

Simcenter STAR-CCM+ is a multiphysics computational fluid dynamics (CFD) software for the simulation of products operating under real-world conditions. Simcenter STAR-CCM+ uniquely brings automated design exploration and optimization to the CFD simulation toolkit of every engineer.

Figure 10 Screenshot of Starccm+

The single integrated environment includes everything from CAD, automated meshing, multiphysics CFD, sophisticated post processing, and design exploration. This allows engineers to efficiently explore the entire design space to make better design decisions faster.

The additional insight gained by using Simcenter STAR-CCM+ to guide your design process ultimately leads to more innovative products that exceed customer expectations.

STAR-CCM+ software delivers accurate and efficient multidisciplinary technologies in a single integrated user interface. This enables you to study sophisticated industrial problems with complex physical phenomena in a fully coupled manner. This increases accuracy and helps you discover better designs faster.

STAR CCM+ is among the world’s most comprehensive engineering simulation inside a single integrated package. It is widely used CFD software in academia and industry and is unrivalled in its ability to tackle problems involving multi-physics and complex geometries. STAR-CCM+ has an established reputation for producing high-quality results in a single code with minimum user effort.

BRIEF HISTORY

In 2004, CD-adapco opted to shift their attention from improving STAR-CD to completely rewriting their computational fluid dynamics (CFD) algorithms and tools. The company gambled that in the end, starting from a “blank slate” with a group of experts would produce a better result than continuing to work improvements into their old products In early 2004, the company introduced this new product, STAR-CCM+, the “CCM” standing for “computational continuum mechanics” (Gould, 2004). The application employs a client-server architecture, to allow users to solve problems from a lightweight computer, such as a laptop, while the computationally expensive math is done on a remote machine. This substantially reduces the need for expensive desktop computers—a requirement of some other similar packages (Gould, 2009).

Even in periods of major economic downturn, few customers cut back on annual licenses (Sampson, 2009) CD-adapco has speculated that their product’s success has been partially because their application was designed from the start to simultaneously solve fluid flow and heat transfer problems. Competing products often consist of separate solvers coupled together, which requires that both be kept in agreement; a time-consuming complication that degrades accuracy (Sampson, 2009).

ABOUT SEIMENS

Siemens Digital Industries Software announces its latest release of Simcenter™ STAR-CCM+™ software, part of the Simcenter portfolio of simulation and test solutions that helps companies optimize design and deliver innovations faster and with greater confidence. The latest release of Simcenter STAR-CCM+ includes major enhancements to improve simulation time and accuracy as well as enhance collaboration, giving customers a comprehensive digital twin to help drive highly predictive simulations. In this release, Siemens is introducing a completely new parallel polyhedral mesher for faster, more effective meshing, as well as the industry’s first model-driven adaptive mesh refinement (AMR) solution. The latest release also includes automatic coupled solver control for reduced set up time while improving convergence speed and the industry’s first ever collaborative virtual reality (VR) feature in a CFD code for enhanced team collaboration on simulation results.

To keep up with the competition and achieve the next innovative breakthrough, faster and more reliable simulation results are critical. The latest release of Simcenter STAR-CCM+ offers a fully-rewritten next generation parallel polyhedral mesher. Using parallel performance, meshes build up to 30 times faster than in serial, providing a consistent mesh regardless of the cores used and a more effective mesh distribution with the same accuracy and robustness. New adaptive mesh refinement (AMR) technology is the industry’s first model-driven AMR, which intelligently refines the mesh based on the physics. This can lead to less user interaction as well as computational overhead and reduces overall mesh size.

Automatic solver controls dramatically improve the ease-of-use and robustness of the coupled solver. This delivers faster convergence to solution giving users additional speedup for all flow regimes straight out of the box.

Collaborative VR in Simcenter STAR-CCM+ allows teams across the globe to interact in the same immersive virtual environment in real time, enhancing communication and speeding up decision-making. Multiple VR clients can now be connected and synchronized to the same simulation, with avatars showing the location of other users and providing the ability to tether users to get the same experience.

Simcenter STAR-CCM+ is an integrated solution for computational fluid dynamics (CFD) and multiphysics simulation that brings automated design exploration and optimization within the grasp of all simulation engineers. Simcenter and Simcenter STAR-CCM+ are part of the Xcelerator portfolio, Siemens’ integrated portfolio of software, services and application development platform. For more information on Simcenter STAR-CCM+.

EASE OF USE

Versatile Meshing Capability – can have .nas,.stp, .step, .iges etc as input Surface Mesh files into STAR CCM+ to create a Volume Mesh. It can create a Volume Mesh from Surface Mesh as input and also from CAD File as Input.
Automation Capability – the option of MACRO and Recording enables the user to record Simulation / Run setup and utilize it for recurring jobs.

Macro scripting uses Java Programming which is the most widely used Coding medium in Industry.

Platform Capability – Has both Windows and Linux Versions of STAR CCM+.
From STAR CCM+ V14, enables comparison of two Simulation Setup(s)
Multi Application Capabilities- Can be used for Battery Development, Aerospace, Automotive, and many other areas.
Multi Domain Models – LES, DES, VOF, Lagrangian, Eulerian, etc.

DISADVANTAGES

The Residual Monitor tend to attain convergence for any Mesh, Physics settings of various Relaxation factors. this results in a compromise in the accuracy of the solution. and may result in quality issues in real time.

RADIATOR

Radiator is a device which provides exchange of heat between two fluids is at different temperatures. The function of the radiator is to transfer heat from the hot water flowing through the radiator tubes to the air flowing through the closely spaced thin plates outside attached to the tubes. A radiator consists of an upper tank, core & the lower (Collector) tank. Hot coolant from the engine enters the radiator at the top & is cooled by the cross flow of the air , while flowing down the radiator .The coolant collects in the collector tank from where it is pumped to the engine for cooling.

Figure 11 Schematic of Radiator

The Roman hypocaust is an early example of a type of radiator for building space heating. Franz San Galli, a Prussian-born Russian businessman living in St. Petersburg, is credited with inventing the heating radiator around 1855, having received a radiator patent in 1857, but American Joseph Nason developed a primitive radiator in 1841 and received a number of U.S. patents for hot water and steam heating.

Types of Radiators First, confirm that you have the correct template for your paper size. This template has been tailored for output on the A4 paper size. If you are using US letter-sized paper, please close this file and download the Microsoft Word, Letter file.

RECTANGULAR RADIATOR

This Design is the most popular one used nowadays. Hot water or the coolant is made to flow through the tubes of the radiator. These tubes are surrounded by a number of fins along the entire length of the tube (Chavan, 2013). A fan circulates the air along the fins in order to provide the necessary cooling of the coolant. It is a type of forced induction cooling as the atmospheric air is forced onto the radiator to cause cooling. Fins are used to increase the heat transfer area to maximize cooling. When cooled the coolant ultimately comes out of the outlet port of the heat exchanger.

Heat exchanger for air conditioner (Chavan, 2013) The template is used to format your paper and style the text. All margins, column widths, line spaces, and text fonts are prescribed; please do not alter them. You may note peculiarities. For example, the head margin in this template measures proportionately more than is customary. This measurement and others are deliberate, using specifications that anticipate your paper as one part of the entire proceedings, and not as an independent document. Please do not revise any of the current designations.

Square shaped heat exchanger (Chavan, 2013) This type has a square shaped design as opposed to the rectangular and elliptical design in the previous two. Here the fan is provided to deliver air only to a circular area rather than the whole system area. (Chavan, 2013) If the side if the heat exchanger is D, the difference in the area of the cooled and uncooled region would be 0.24 D2 (Chavan, 2013)

METHOD OF HEAT TRANSFER TECHNIQUES

Some of the methods which are used to transfer heat in the radiators are as discussed below. The best one is the one which uses the least pumping power for transferring the maximum amount of heat (Ahmed, 2018)

ACTIVE METHOD

It is done by external mechanical devices which run on external power. The devices used are fans and blowers which cool with the method of forced induction (Ahmed, 2018).

PASSIVE METHOD

This method uses the principle of increasing of the effective surface area which causes more heat available at the surface for cooling. It does not require any external means of cooling system like fans.This paper will use passive method over the other two as we know that through our design we can achieve better efficiency than the other two methods.(Ahmed, 2018)

COMPOUND METHOD

Sometimes both the methods are used simultaneously to achieve better cooling. It uses both external power sources and geometry design changes for better cooling. One would argue that it has the high ground over the both methods but that is not true. It also has innate drawbacks of both the methods making it stand on the same ground. (Ahmed, 2018)

The Radiator performs the function of cooling, the coolant which has passed through the water jacket and become hot, and it mounted in front of the vehicle. The radiator consists of upper tank and lower tank, and a core which connects the two tanks. The upper tank contains an inlet for coolant from the water jacket and a filler inlet. It also has a hose through which excess coolant can flow. The lower tank has an outlet and drain cock for the coolant. The core contains many tubes and cooling fins through which coolant flows from the upper tank to the lower tank so that coolant has been heated up as it passes through the water jacket is cooled by the air sucked through the radiator by the cooling fan.

HISTORY

Radiators today aren’t just for providing heat anymore! As homeowners try to create a look from a particular time period, the way a radiator looks is just as important as how well it performs. Vintage-style period cast iron radiators are definitely having a resurgence but also so are more practical radiators that need to fit into specific spaces.

Early days in Ancient Rome

The history of the radiator, as it turns out, is quite an old one. Providing central heat in a home dates all the way back to ancient Rome, as the invention of the hypocaust allowed a furnace to add heat to air and then send it through spaces beneath floors to warm the rooms above. A similar system appears to have been at work in ancient Korea, maybe as long ago as the Bronze Age. The first water based system for central heating dates back to 1700 in early Russia.

1830’s England

Once the technology for maintaining steam generation became possible, systems using steam to heat living spaces began to appear in the 1830s, beginning with the home of John Horley Palmer. Palmer was then the Governor of the Bank of England, and his heating system allowed him to cultivate grapes indoors in the chilly climate of the British Isles.

The Modern Radiator

As far as the modern radiator, several people claim to have been the first to make one. Franz San Galli, a Russian businessman, developed an early radiator in 1857, and Robert Briggs and Joseph Nason also came up with a radiator system using vertical iron tubes in 1863. 1872 saw the invention of the ‘Bundy Loop,’ a popular design in cast iron that forms the basis of many modern heating products.

It was the Victorian era, however, that saw radiators become decorative items as well as functional heaters, but it took until almost the end of the 20th century for the radiator to become more of an accessory than a need. While many thought at the time that the cast iron radiator was too bulky for everyday use, its status as a source of nostalgia makes it increasingly popular among interior designers today.

RADIATOR FAN BLADE

The engine produces power by converting chemical energy of fuel into heat energy by combustion. Part of total heat produced by the combustion is used to push the piston downwards and thereby producing necessary power. Some of heat is carried away by the exhaust away by the exhaust gases through the exhaust valve. The remaining heat is absorbed by the engine itself, which increase its temperature. The heat of the engine is absorbed by the coolant in order to bring the engine temperature within its normal operating range.

Figure 12 Fan fixing arrangement of a typical wide-chord civil fan

(Source: Rolls Royce.)

(Pratt and White, 1998) described the main cause for failure of first stage turbine blades of Space Shuttle Main Engine (SSME). Inspection showed that up to 50% of the blades in several units had cracks in the inside hollow core of the leading edge tips of blades and the failure is a result of one of these cracks growing through the entire wall thickness of the blade. Metallographic inspection of the cracked surface verified that the cracks were due to high cycle fatigue, which can be an indicator of substantial dynamic stress.

One of the important challenges in gas turbine design is cooling of the turbines due to high operating temperature uses.The sophisticated cooling scheme for continuous safe operation of gas turbine with high performance. The paper focused on turbine blade internal cooling, this is achieved by passing the coolant through several rib enhanced serpentine passages inside the blade and extracting the heat from the outside of the blades. (Gabor Csaba,1998) discussed the common failure mode for turbo machinery is high cycle fatigue of compressor and turbine blades, due to high dynamic stresses caused by blade vibration resonance within the operating range of the machinery. The experimental research program to improve the design capability for high-temperature turbines by providing a thorough, detailed understanding and data base of turbine flow fields and their effect on heat transfer.

Figure 13 Section through a hollow fan blade model

(Source: Rolls Royce.)

(C.C. Chamis, 2000) has evaluated the high velocity impact on the composite blade. The evaluation is focused on quantifying probabilistically the effects of uncertainties (scatter) in the variables that describe the impact, the blade make-up, (geometry and material), the blade response (displacements, strains, stresses, frequencies), the blade residual strength after impact, and the blade damage tolerance. Results show that the blade has relatively low damage tolerance at 0.999 probability of structural failure and substantial at 0.01 probability.

The Coordinate Measuring Machine features and need for reverse engineering process. The basic methodology in reverse engineering initially digitizing the existing part and create a CAD model using this data so obtained. Then identify the material by conducting material testing like non destructive testing.

The surface fitting and reconstruction of surfaces for the digitized data. In experiment the exhaust fan blade surface divided into no of patches then digitized is patch individually. Some surface discontinuities are observed that are remodeled using CAD packages like Star CCM+‟ . Author suggested that more no of points to be probed to get similar geometry of original component where geometry changes gradually, Sharpe edge and internal surfaces

TYPE

The radiator fan is the cooling fan for car or truck engines. It’s usually used in vehicles with water-cooled engines and mounted between in front or behind the radiator. The car fan then pushes (or pulls) air through the radiator core, helping to cool the fluid circulating in the radiators tiny tubes.

Radiator cooling fans help to regulate engine temperature during specific situations. These include times when your car is moving slowly (below 25 mph) or when the engine is idling. The fans are, therefore, classified among the parts that make the engine cooling system.

Car radiator fans differ in many ways such as material, construction, and capability. The material can be metal or plastic. Molded plastic radiator fans are common, with the fan assembly being a one-piece plastic. Some, like the flex types, feature a steel frame and flexible plastic vanes or blades.

In terms of design, the cooling fan for car engines is identified by the number of blades, their length or pitch, and the type of hub. Fan capability, on the other hand, depends on the construction and size, among other factors. One of the most important abilities is the amount of air that a fan can move or CFM rating. The higher the CFM, the more powerful the fan.

Types of Cooling Fans

There are several different types of cooling fan for cars. The fans can be mechanical or electrical and single or dual. There are also the universal radiator fans which are obtainable under that name. The type of fan that your car uses depends on the car type, model and year of make if a stock model. If it’s an upgrade fan, the type will depend on your car engine cooling demands. Let’ us now see how each works.

Mechanical Radiator Fan- Mechanical fans are engine-driven and normally mounted on the water pump pulley. The mechanical radiator fan is available in two major versions; clutch-based and flex. The clutch type uses a thermostatic clutch to engage and flywheel. The flex type, on the other hand, uses flexible blades that flatten at higher engine speeds or rpm to vary the amount of air blowing through the radiator.

Mechanical fans are normally found on older vehicles. They take up a lot of space and do not suit compact cars with limited space in the engine bay. The mechanical fan is easy to service though, seeing that it contains no electrical parts. The fan is also usually powerful enough to move large amounts of air, thereby achieving a better cooling effect.

Electric Radiator Fan- An electric radiator fan uses a dc motor and does not directly rely on the engine to run. To control the electric cooler fan motor, several components are necessary. They are relay, fuse, ECU, and sensors. The radiator fan relay switches on the power circuit. On the other hand, the radiator fan fuse protects the fan from power surges, while the ECM (or separate fan ECU) uses sensor data to control the motor operation.

The electric radiator cooling fan does not take up a lot of space since it uses no pulleys or belts. It’s also does not produce a drag on the engine as it runs on electricity. But the main advantage of electric fans for radiator cooling is their controllability. They can turn on and off at any time, even when the engine isn’t running. This allows for a more efficient and effective cooling fan system.

Single Radiator Fan- a single fan uses a one-fan setup to push air through the radiator. Most vehicles use single radiator cooling fans. This configuration is usually sufficient for the cooling needs of most engines. A single cooling fan may not be adequate for some large or modified engines, though, and may lead to overheating problems.
Dual Radiator Fan- dual fans are assembled in two’s. They operate together to move air through the radiator core, providing a more effecting cooling effect. Dual radiator configurations are suitable for large engines that need a higher CFM rating. They are also used when the engine has been modified or when there are overheating issues.

Universal Radiator Fan- universal radiator fans are built to fit universally, that’s, different vehicle types and models. With these kinds of fans, it doesn’t matter if your car has the cooling fan mounted in front or behind the radiator. Universal cooling fans are popular as aftermarket types and with motorists looking to upgrade their engine systems.

DESIGN

Figure 14 Schematic of blade

The definition of the fan blade geometry where, L_r is the cord length at the hub, L_e is the cord length at the blade tip, θ is the blade setting angle, and δ is the blade twist angle. As a starting point for the new design, we choose the number of blades as 5, which is similar to the Sunon fan. The number of blades can be changed later if necessary after completing the optimal 5-blade design. The Sunon fan blade has wide chords and it can generate high volume flow rate at a given rotational speed. Choosing a desired static pressure, volume flow rate, rotational speed, and working within the size constraints mentioned above (hub height = 25.4 mm, hub diameter = 48 mm, and fan diameter-86 mm), we follow the fan blade design guidelines of Eck (Eck , 1973).

For a typical EMA cooling application, we choose the following requirements for the fan desired working point (rotational speed n = 220 rev/s; pressure head H = 20.4 m of air column, volumetric flow rate V = 0.1 m³/s). For an axial-flow fan without inlet guide vanes, the velocity function coefficient σ is calculated as follows (Eck , 1973) :

σ = 0.379n4V2H3−−−−√ σ = 0.379n4V2H3

Based on the value of σ, the pressure coefficient ψ and flow coefficient φ are defined from (Eck , 1973). Then the blade speed, cord length, and blade setting angle are calculated at three sections along the blade span (hub, middle, and tip). NACA airfoil (65A-010) is used as the blade profile. After the calculations, three main curves have been generated to form the single blade by geometry projection using Matlab. The three basic main curves of the 86-mm diameter fan. Here the blue, red and black curves are the root, middle and tip curves of the blade profile, respectively.

Figure 15 Fan blade

After generating the blade from the 3 main curves, the blade shape is exported to SolidWorks (SWx), repeated and attached to the hub to form the designed fan. The drawing from SWx of the blades which were generated in MATLAB attached to the fan hub.

FAILURE ANALYSIS OF BLADE

Even though the number of failures of a particular component may be small, they are important because they may affect the manufacturer’s reputation for reliability. In some cases, particularly when the failure results in personal injury or death, it will lead to expensive lawsuits. In any failure analysis it is important to get as much information as possible from the failed part itself along with an investigation of the conditions at the time of failure. The possible causes of failures in case of fan blades are as follows.  Improper heat treatment of the radiator fan blade.  Pressure variations along the length of the blade.  Other sundry causes

Improper heat treatment of the radiator fan blade Proper heat treatment must be done after casting process i.e., precipitation hardening, so as to increase the strength of the material. The purpose of precipitation hardening is to increase strength and hardness of heat treatable aluminum alloys, and is achieved through a sequence of solution heat treatment, quenching and natural/artificial ageing. However, certain alloys, which are relatively insensitive to cooling rates during quenching, can be precipitation hardened either by air-cooling or by water quenching directly from the elevated temperature shaping process followed by a ageing treatment. By conducting certain laboratory tests it is observed that that the heat treatment is not done properly and some defects such as  Pin holes/porosities have been revealed (in clusters at the critical zones and in scattered pattern over other locations of the fan-blades).  Notches/deep dents have been noticed at and nearby to the hub ends of the fan blades. One can notice that the fractured faces reveal two distinct zones having dull and bright in nature. Fractured faces of the broken blade are completely crystalline in nature.

Pressure variations along the length of the blade As the fan is rotating past the fluid (air), this fluid exerts some pressure variation along the crosssection of the blade, due to this pressure changes lift and drag forces will be created, these forces depends upon the design and operating conditions. For the radiator fan, lift force has to be minimum,otherwise it may lead to the breakage of the blade.

MATERIAL

Composites are compound materials, differ from alloys in the fact that individual components retain their characteristics but are so incorporated into composites so as to take advantages only of attributes, not that characteristics of short comings, to obtain improved materials. The individual components remain separate and distinct within the finished structure. Properties of composites are strongly influenced by the properties of their constituent materials, their type, their distribution and the interaction between them. Like conventional materials, composites are not homogeneous and isotropic. At present aluminum is widely deployed in blade manufacturing mainly due to the advantages such as less density compared to steel, corrosion resistance and aesthetic look. Though aluminum has wide advantages when compared to steel, it stays back in certain properties such as less strength to weight ratio, paint coating etc. Composites have become a better replacement for conventional steel with adequate improvement of mechanical properties and their reduced weight. But in actual practice, improper heat treatment of the radiator fan blade, Pressure variations along the length of the blade due to this material is failed. Though a variety of resins and fibers are available, considering the manufacturing easiness and the mechanical aspects epoxy resin and E- glass fibers is employed in the fabrication work. The term epoxy refers to a chemical group consisting of an oxygen atom bonded to two carbon atoms that are already bonded in some way. Epoxy resin is almost totally transparent when cured. E- Glass fiber has good tensile and compressive strength

RESOURCE REQUIREMENTS AND AVAILABILITY

Recently published reputable journal articles, conference proceedings and related textbooks copies, are available on public database available online.

CFD software such as star CCM+ or ANSYS, are available for use in my design.

Experimental data will be obtained from the wind tunnel experiments conducted, or preferably from the published results of some good quality and high impact journal articles.

Determination of errors will be performed using available numerical and statistical tools in the design and simulation laboratories.

RESEARCH IMPLICATIONS

The axial flow fan is commonly used in many engineering applications. These kinds of fans are available in a variety of uses, ranging from small cooling suppliers to electronics to huge fans in wind tunnels. Axial flow fans are used in the operation of air conditioning and manufacturing processes. The adjustment contributed to the implementation of large-scale innovations, ranging from industrial dryers to automotive cooling systems and cabin air conditioning (Thumbe and Jyothish, 2017). The axial fans have blades which allow air to flow through the shaft through which the blades spin. The air deflection principle is used by axial flow fans. There may be two components: axial and tangential or circumferential. Axial speed is the optimum speed, since it can be translated into static pressure, when air fans move from and to the appropriate locations, and tangential speed is energy loss for axial fans or as for vane axial fans (Sukesh, and Bartaria, 2017).

CFD’s articulate computer capability and extensive development in the field of simulation have been attracting interest in recent years. Now only with minor simplification are the detailed 3D geometries of the devices modelled using CFD. If dynamic system flows are designed correctly, CFD models can take over. CFD models for axial fans were used to test flow activity and characteristics.The models have predictions on a variety of operating conditions that are not reasonably accurate using other approaches.

BLADE DESIGN

On the inlet, the flow direction is axial as the fan blades approach, that is, parallel to the rotating axis, if there are no inlet vanes or other constraints in front of the fan wheel. The blade fans the airflow deflects( Almazo, Rodríguez and Toledo, 2013).

The axial flow fans’ operating theory is essentially the airflow deflection. The pattern of the deflected airflow is thus helical in form after the blade.

The helical air-flow pattern passing the blade of an axial fan fans the airspeed that can be solved into two components: a tangential axial speed. The valuable aspect is the axial speed. It shifts the air where it is necessary( Abbot, Ira, Doenhoff and Albert, 1958).

An air foil is a rational form. This form is the cross part of the fan blade. When air films cross air, the lower surface of the air foil is normally affected by positive pressure or suction on the top surface of the air foil. In conjunction with these favourable and adverse pressures, force F results. A lifting L force perpendicular to the relative airspeed and a drift force D parallel to the airspeed concerned can be separated in the two components F. The lifting force L is the valuable component.

An air foil is an effective shape. The cross section of the fan blade is the shape. As air films cross air, positive pressure or suction on the top surface of the air foil usually influences the lower surface of the air foil. Force F results in combination with these favourable and unfavourable pressures. The two components F are capable of separating the lifting L force perpendicular to the relative airspeed and a drift D force parallel to the respective airspeed. A valuable factor is the lifting force L.

Turbulence and disruption mostly occur on the faces and corners of the trailing and on the top of the blade. The efficiency of the fan is also higher and the noise is lower with narrower and wider blades. If, however, the fan cube becomes too wide because many blades are too small and the width of the blade too broad (Beilerand Carolus ,1999).

FLOW PROPERTIES

Consider a duct area A.

Outlet velocity pressure VP is given as follows –

[1]

Where,

VP= outlet velocity or dynamic pressure

Ρ= density at altitude above sea level

V= local velocity

So, flow

[2]

Where,

Q=volume of air

A= duct area

V= local velocity

Total pressure –

TP = SP +VP [3]

Air power –

P=air volume x total pressure [4]

Minimum hub diameter

[5]

The minimum propeller diameter

[6]

Coefficient of lift for an air foil is given by

[7]

Coefficient of drag for an air foil is given by

[8]

Where,

CL = coefficient of lift

CD= coefficient of drag

L = lift force

D = drag force

The profile with a higher L/D ratio is more effective because lift controls the head created by the fan and loses skin friction behind the van as a result of the drag.

PROJECT TIME PLAN

Figure 16 Gant chart for the work stages

REFERENCES

Lee, K.-s., Kim, K.-y. And Samad, A., 2008, “Design Optimization Of Low-speed Axial Flow Fan Blade With Three-dimensional Rans Analysis”, Journal Of Mechanical Science And Technology, Vol. 22, No. 10, 1864-1869.
Purushothama, 2009,Air handling units in textile industry, Humidification and Ventilation Management in Textile Industry
DurgaCharanPanigrahi&Devi PrasadMishra, 2014, CFD Simulations for the Selection of an Appropriate Blade Profile for Improving Energy Efficiency in Axial Flow Mine Ventilation Fans, Journal of Sustainable MiningVolume 13, Issue 1, 2014, Pages 15-21

Rankin Kennedy C.E. (1912). The Book of the Motor Car. Caxton

Sam Pelonis, 2015, Axial Vs. Centrifugal Fans, Pelonis Technologies . Inc

JayaramThumbe&Jyothish VM, 2017, ANALYSIS OF SIX BLADED AXIAL FAN USING ANSYS, International Journal of Engineering Researches and Management Studies,
Sukesh Kumar , Dr.v.nBartaria, 2017,CfdModeling And Simulation Of Axial Fan For Application In Air Cooled Heat Exchanger, International Journal Of Advance Research In Science And Engineering Vol. No.6, Issue No. 10,
Almazo, C. Rodríguez, and M.Toledo, 2013, Selection and Design of an Axial Flow Fan, International Journal of Aerospace and Mechanical Engineering Vol:7, No:5
Abbot, Ira H., And Von Doenhoff, Albert E.,1958, Theory of Wing Sections (including a summary of airfol data), Dover Publications, new York,. ISBN 0-486-60586-8.
Beiler, M. And Carolus, T., 1999, “Computation And Measurement Of The Flow In Axial Flow Fans With Skewed Blades”, Transactions American Society Of Mechanical Engineers Journal Of Turbomachinery, Vol. 121, 59-66.
Scheit, C., Karic, B. And Becker, S., 2012, “Effect Of Blade Wrap Angle On Efficiency And Noise Of Small Radial Fan Impellers—a Computational And Experimental Study”, Journal Of Sound And Vibration, Vol. 331, No. 5, , 996-1010.
Hurault, J., Kouidri, S., Bakir, F. And Rey, R., “Experimental And Numerical Study Of The Sweep Effect On Three-dimensional Flow Downstream Of Axial Flow Fans”, Flow Measurement And Instrumentation, Vol. 21, No. 2, (2010), 155-165.
Foss, J., Neal, D., Henner, M. And Moreau, S., “Evaluating CFD Models Of Axial Fans By Comparisons With Phase-averaged Experimental Data”. (2001), Sae Technical Paper
Shigemitsu, T., Fukutomi, J. And Okabe, Y., “Performance And Flow Condition Of Small-sized Axial Fan And Adoption Of Contrarotating Rotors”, Journal Of Thermal Science, Vol. 19, No. 1, (2010), 1-6.
Lallier-daniels, D., Piellard, M., Coutty, B., Moreau, S.: Aeroacoustic Study Of An Axial Engine Cooling Module Using Lattice-boltzmann Simulations And The Ffowcs Williams And Hawkings’ Analogy. Eur. J. Mech. B/fluids 61, 244–254 (2017)
Lakatos, K., Szaszák, N., Mátrai, Zs., Soltész, L., SzabóSz.: Experimental Development Of Guide Vanes And Return Guide Vanes Of A Mini Blower. In: Xxv. International Scientific Conference, Miskolc, Hungary, Pp. 65–72 (2011)
Ye, X., Li, P., Li, C., Ding, X.: Numerical Investigation Of Blade Tip Grooving Effect On Performance And Dynamics Of An Axial Flow Fan. Energy 82, 556–569 (2015)
SiddhanSivakumar , CFD Research On Optimal Designing Of Radiator Axial Fan, International Journal Of Engineering And Advanced Technology (Ijeat) ISSN: 2249 – 8958, Volume-8 Issue-6s, August 2019
Camargo Do, Amaranth Odilon Antonio (Rua Fernandes De Barros, 1455 Apto. 07 -200 Curitiba, PR, Cep-80040, Br)
Vad, J. And Bencze, F., “Three-dimensional Flow In Axial Flow Fans Of Non-free Vortex Design”, International Journal Of Heat And Fluid Flow, Vol. 19, No. 6, (1998), 601-607.
W. Yu And K.t. Chan, “modelling Of A Condenser-fan Control For An Air-cooled Centrifugal Chiller,” In Applied Energy Vol. 84, Pp. 1117– 1135, 2007.
Stefano Castegnaro, 2018, Aerodynamic Design of Low-Speed Axial-Flow Fans, IstitutoNazionale di FisicaNucleare (INFN), 35131 Padova, Italy
nasa.gov. 2021. The Lift Equation.
Opening statement by CEO Bertrand Sicot at 2013 Solidworks World YouTube Video Link.
Bob Tremblay (March 26, 2008). “Former MIT blackjack team member talks about breaking the bank”. Galesburg Register News.
“Comparing CFD Software – Part 4: Comprehensive CFD Software Packages”. Resolved Analytics CFD Consulting and Simulation Strategy. Retrieved 2020-07-03.
Peric, Milovan (2004). “New Development in Numerical Methods”. ERCOFTAC Bulletin. 62 – via ERCOFTAC.
Palazzi, Antonello (2018). “3.2”. Nuclear thermal hydraulic analysis using coupled CFD and system codes (PDF) (PhD). Imperial College London. Retrieved July 6, 2020.
Ben Sampson (April 29, 2009). “Growth Industry”. Professional Engineering Magazine
Gould, Lawrence S. (October 1, 2004). “The trends in CFD are continuous, dynamic, and real”. Automotive Design & Production. Retrieved October 1, 2009.
Larry Gould. “The Trends In CFD Are Continuous, Dynamic, And Real”. Automotive Design and Production. Archived from the original on 2009-09-27. Retrieved 2009-10-15
Zakariya Ahmed* and Akanksha Mishra, “Heat Transfer Enhancement of Radiators using Various Approaches: Review”, Department of Mechanical Engineering, Sharda University, G-Noida (UP), India, Volume 6, Issue 2 (2018), 122-129
Chavan D. K1 & Tasgaonkar G. S2, “Study, Analysis and Design of Automobile Radiator (Heat Exchanger) Proposed with Cad Drawings and Geometrical Model of the Fan”, International Journal of Mechanical and Production Engineering Research and Development (IJMPERD), ISSN 2249-6890, Vol. 3, Issue 2, Jun 2013, 137-146
B Eck (1973) Fans: Design and operation of centrifugal, axial-flow and cross-flow fans. Pergamon Press, New York.
Pratt and White (1998), “Comprehensive Structural Dynamic Analysis of the SSME/AT Fuel Pump First-Stage Turbine Blade”.
Ilker Tari, “3-D Simulation of Convection in Asymmetrically heated Turbine Blade Cooling Channels”
Je – Chin Han and Sandip Dutta, “Recent Developments in Turbine Blade internal Cooling”, Department of Mechanical Engineering , Texas University, U.S.A.
Garbor Csaba (1998), “Modeling Micro slip Friction Damping and its influence on Turbine Blade Vibrations
Patric B. Lawless, “Advanced Multi Stage Blade Aerodynamics, Performance, Cooling and Heat Transfer”.
C. Chamis “Probabilistic Evaluation of Blade Impact Damage”, Prepared for the Air Force Structural Integrity Program Texas Dec, 2000.
C. Menq, “CMM Feature Accessibility and Path Generation” pp 597-618.
D. Bradley “Wrap Around B-spline Surface Fitting to Digitized Data with Applications to Reverse Engineering”, ASME Journal pp 323-330.
T, Owen. J .Jayenes ,” Industrial Inspection and Reverse Engineering “,pp 597618.