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Design and Fabrication of Heat Exchanger for Co-Generation

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 IJSRD - International Journal for Scientific Research & Development| Vol. 4, Issue 04, 2016 | ISSN (online): 2321-0613

Design and Fabrication of Heat Exchanger for Co-Generation

Janak Suthar1 Himanshu Tetarwal2 Chetan Thakur3 Amit Patil4 Mohamad Azar Bargir5
1,3,4,5
Assistant Professor 2Engineer
1,3,4,5
SCOE, Kharghar 2Hawa Pvt ltd
Abstract— Heat Exchanger device which transfer of heat 3) Step: III
one place to other place with minimum losses. In this paper LMTD (Log mean temperature difference) was calculated
we calculate numerically heat obtain by CI engine at applied for counter flow type heat exchanger by using given
of different load. According to that we calculate design of equation.
compact type of heat exchanger and fabricated it. This θ −θ
For counter flow LMTD = 1 θ1 2
fabricated heat exchanger used at exhaust of CI engine .That ln( )
θ2
will useful for textile industry where we required hot water Where θ1 and θ2 are temperature difference
and steam water. The waste heat exchanger was designed to 4) Step: IV Temperature correction factor
recover heat available in the exhaust at 75- 80% of full load ( T1 − T2 )
of the engine because the efficiency of engine is maximum R=
(t 2 – t1 )
at this load. We calculate numerically recovery of heat. (t 2 – t1 )
Key words: Heat Exchanger, Heat Transfer, Co-generation, S=
( T1 − T2 )
Heat Exchanger Design
Temperature correction factor was calculated by chart
5) Step: V The mean temperature difference was calculated
I. INTRODUCTION by-
A heat exchanger is a device which transfers the energy DTm =Ft×LMTD
from a hot fluid to a cold fluid, with maximum rate and Where Ft = Temp. Correction factor
minimum investment and running cost. A waste heat LMTD = Log mean temperature difference
operated compact type heat exchanger was designed and 6) Step: VI Over all heat transfer coefficient for hot and
fabricated for producing hot water. The waste heat cold fluid took from table.
exchanger was designed to recover heat available in the U = 250 w/m2 c
exhaust at 75- 80% of full load of the engine because the Then Area ‘A’ was calculated as below equation
efficiency of engine is maximum at this load. q = U.A.DTm
q
A=
II. DESIGN OF COMPACT TYPE HEAT EXCHANGER U. Dm
For designing of heat exchanger, at the beginning the data Now after calculating the area of heat transfer,
related to the properties of engine exhaust were observed diameter and length of tube can be finding out by using
and calculated, which are shown in Table. Here for following relation [24]
calculation purpose, some of the properties of exhaust gases A = n.π.d.l
like viscosity, prandtl number etc. were taken for air due to Where,
easy availability in property tables. n = No. of tubes
Hot fluid (Exhaust Cold fluid d = Diameter of tube
Properties l = Length of tube
gases) (Water)
7) Step: VII Calculation for pitch and bundle diameter by
M 29.01 kg/hr 2 kg
using following equation
Tinlet (0C) Tg1= 370 Tw1=30
Pt = 1.25do
Toutlet Tg2= 205.62 (From N
Tw2 =90 and Db = do ( t )1/n1
(0C) energy balance) K1
Cp 1.2 4.18 Where
K1 = Const. for bundle diameter = 0.319 Nt = Number of tubes
n1 = Const. in bundle diameter equation = 2.142 Db = Bundle diameter, mm
Table 1: Properties of Hot Fluid (Gas) and Cold Fluid Do = Tube outside diameter, mm
(Water) Where, K1 and n1 are obtained from the table.
8) Step: VIII Calculation for Shell diameter and baffle
A. Steps for Heat Exchanger Design spacing
1) Step: I Ds = Db + BDC
As per exhaust gas temperature and higher thermal and Bs = 0.4Ds
conductivity copper (kw = 378 w/m0C) was selected for tube where
construction and finalized tube’s diameter, length. Ds = Shell diameter
2) Step: II BDC = Bundle diameter clearance (calculated from chart)
Heat duty equation was applied for both fluids (hot and Bs = Baffle spacing
cold) for calculating actual heat exchange rate between two 9) Step: XI Calculation for area of cross flow and shell
fluids; the equation is given as following side mass velocity
q = mw cpw (Tw2 − Tw1 ) = mg cpg (Tg1 − Tg2 ) For cross flow area, As =
(pt – do )Ds. Bs

Where, subscripts c and h refer to cold and hot pt

streams. Then heat exchange rate obtained (q).

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 Design and Fabrication of Heat Exchanger for Co-Generation
(IJSRD/Vol. 4/Issue 04/2016/335)

kg
Shell−side flowrate( s ) (p) Uncountable heat (Qun) = Qin – (Qexh+B.P.+Qw)
Shell- side mass velocity, Gs = Qun = 6.786 – (1.229+2.665+1.589) =
As
B.P. 1.753
10) Step: X Reynolds number (Re) and Prandtle number (q) Brake thermal efficiency (ɳB.T. ) = = ×100 =
Qin 6.786
(Pr) Reynolds number calculated by
G d µ d ρ 25.83%
Re = s e = s e Va 6.246×10−3
µ µ (r) Volumetric Efficiency (V.E.) = ×100 = ×100
Prandtle number given by Vs 6.908×10−3
µ.Cp = 90.41%
Pe =
µ
B. When Engine Operating At Load 19 Kg
III. CALCULATIONS FOR HEAT EXCHANGER DESIGN Torque (T) = (W1-W2)×g×Re
Where, W1 and W2 = Spring balance weight and Dead
A. When Engine Operating At Load 9.9 Kg weight, kg T = (20-1) ×9.81×0.115 =21.438 N-m
d + 2d 0.20+2(0.015) 2πNT
(a) Mean effective radius (Re) = B R
m, = = Brake Power (B.P.) =
60×1000
kW
2 2
0.115 m Where, Re = Mean effective radius, m Where N = Revolution per minute
(b) Torque (T) = (W1-W2)×g×Re T = Torque
2π×1450×22.438
Where, W1 and W2 = Spring balance weight and Dead B.P. = = 3.25 kW
60×1000
weight, kg T = (10-0.1) ×9.81×0.115 = 11.168 N-m Specific fuel Consumption (ṁf ) =
2πNT
(c) Brake Power (B.P.) = kW Volume of fuel consumption(x),ml Density of fuel
60×1000 ×
Time taken for x ml,in second 106
Where N = Revolution per minute x ρf 10 804 -4
T = Torque (ṁf ) = × = × = 2.15×10 kg/sec
t 106 37.34 106
2π×1500×11.168 ṁf
B.P. =
60×1000
= 1.753 kW Brake specific fuel consumption (ṁsf ) =
B.P.
(d) Specific fuel Consumption (ṁf ) = 2.15×10−4
Volume of fuel consumption(x),ml Density of fuel
msf
̇ = = 6.615× 10-5 kg/kW.sec
3.25
× 6 Heat supplied by fuel (Qin) = Cv × ṁ f = 43500×2.15×10-4 =
Time taken for x ml,in second 10
x ρf 10 804
(ṁf ) = × = × = 1.56×10-4 kg/sec 9.3525 kW
t 106 51.44 106 V ρ
ṁf Mass flow rate of water in cooling jacket (mẇ ) = E × w3
(e) Brake specific fuel consumption (ṁsf ) = tE 10
B.P. 1 1000
1.56×10−4 mw
̇ = × 3 = 6.329×10-2 kg/sec
msf
̇ = = 8.89× 10-5 kg/kW.sec 15.8 10
1.753
Heat carried out by water (Qw) = mẇ × Cpw× (T2-T1)
(f) Heat supplied by fuel (Qin) = Cv × ṁ f = 43500×1.56×10-4
Here T1 & T2 Temp. of water inlet & outlet of engine , 0C
= 6.786 kW
V Qw = 6.329×10-2×4.186× (38-31) = 1.85 kW
(g) Mass flow rate of water in cooling jacket (mw ̇ ) = E× H1 −H2
tE Head causing flow of air through orifice (H) = ×
ρw 1 1000 100
mẇ = × 3 = 6.329×10-2 kg/sec (
ρw
− 1)
103 15.8 10
ρa
(h)Heat carried out by water ( Qw) = mw ̇ × Cpw× (T2- 22−10.3 1000
T1)Here T1 & T2 Temp. of water inlet & outlet of engine , 0C H= ×( − 1) = 88.05 m
100 1.293
π π
Qw = 6.329×10-2×4.186× (36-30) = 1.589 kW Area of orifice (Ao) = × d2 = × (0.017)2 = 2.27×10-4 m2
H −H 4 4
(i) Head causing flow of air through orifice (H) = 1 2 × So, Vol. rate of air (Va) = Cd×Ao×√2gH
100
ρw 22−9.8 1000
( − 1)H = ×( − 1) = 94.232 m Va = 0.64×2.27×10-4×√2 × 9.81 × 88.05 = 6.038×10-3
ρa 100 1.293
π π m3/sec
(j) Area of orifice (Ao) = × d2 = × (0.017)2 = 2.27×10-4 π (d)2 ×L×NOC×N
4 4
m2 Swept Volume (Vs) = ×
4 60×n
(k) So, Vol. rate of air (Va) = Cd×Ao×√2gH Where d = Dia. of cylinder, m
L = Length of stroke, m
Va = 0.64×2.27×10-4×√2 × 9.81 × 94.23 = 6.246×10-3
NOC = No. of cylinder
m3/sec
π (d)2 ×L×NOC×N
N= Revolution per minute
(l) Swept Volume (Vs) = × π (0.08)2 ×0.11×1×1450
4 60×n Vs = × = 6.677×10-3 m3/sec
4 60×2
Where d = Dia. of cylinder, m
Mass flow rate of air (ṁ a ) = Va× ρa = 6.038×10-3×1.293 =
L = Length of stroke, m
7.807×10-3 kg/sec
NOC = No. of cylinder
Mass flow rate of gas (ṁ g ) = ṁ a + ṁf
N= Revolution per minute
π (0.08)2 ×0.11×1×1500 ṁ g = (7.807+.215)×10-3 = 8.022134×10-3 kg/sec
Vs= × =6.908×10-3m3/sec Exhaust heat (Qexh) = ṁ g × Cpg × (Tg − Tatm )
4 60×2
(m) Mass flow rate of air (ṁ a ) = Va× ρa = 6.246×10-3×1.293 Where Tg and Tatm are temperature of exhaust gas and
= 8.076×10-3 kg/sec temperature of atmosphere
(n) Mass flow rate of gas (ṁ g ) = ṁ a + ṁf Qexh = 8.0221×10-3×1.09×(210-27) = 1.600 kW
ṁ g = (8.076+.156)×10-3 = 8.232×10-3 kg/sec Uncountable heat (Qun) = Qin – (Qexh+B.P.+Qw)
(o) Exhaust heat (Qexh) = ṁ g × Cpg × (Tg − Tatm ) Qun =9.3525 – (1.6+3.25+1.85) = 2.65 kW
B.P. 3.25
Where Tg and Tatm are temperature of exhaust gas and Brake thermal efficiency (ɳB.T. ) = = ×100 =
Qin 9.3525
temperature of atmosphere
34.75%
Qexh = 8.232×10-3×1.09×(164-27) = 1.229 kW

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 Design and Fabrication of Heat Exchanger for Co-Generation
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Va 6.038×10−3 D. When Engine Operating At Load 32 Kg

Volumetric Efficiency (V.E.) = ×100 = ×100 =
Vs 6.677×10−3
Torque (T) = (W1-W2)×g×Re
90.42%
Where, W1 and W2 = Spring balance weight and Dead
C. When Engine Operating At Load 26 Kg weight, kg
Torque (T) = (W1-W2)×g×Re T = (40-8) ×9.81×0.115 =36.1008 N-m
2πNT
Where, W1 and W2 = Spring balance weight and Dead Brake Power (B.P.) = kW
60×1000
weight, kg Where N = Revolution per minute
T = (30-4) ×9.81×0.115 =29.3319 N-m T = Torque
2πNT 2π×1413×36.1008
Brake Power (B.P.) = kW B.P. = = 5.339 kW
60×1000 60×1000
Where N = Revolution per minute Specific fuel Consumption (ṁf ) =
T = Torque Volume of fuel consumption(x),ml Density of fuel
2π×1428×29.3319 × 6
B.P. = = 4.384 kW Time taken for x ml,in second 10
60×1000 x ρf 10 804 -4
Specific fuel Consumption (ṁf ) = (ṁf ) = × 6 = × 6 = 3.428×10 kg/sec
t 10 23.45 10
Volume of fuel consumption(x),ml Density of fuel ṁf
× Brake specific fuel consumption (ṁsf ) =
Time taken for x ml,in second 106 B.P.
x ρ 10 804 3.428×10−4
(ṁf ) = × f6 = × 6= 2.59×10-4 kg/sec msf
̇ = = 0.64217× 10-4 kg/kW.sec
t 10 31.03 10 5.339

Brake specific fuel consumption (ṁsf ) =

ṁf Heat supplied by fuel (Qin) = Cv × ṁ f = 43500×3.428×10-4
B.P. = 14.9139 kW
2.59×10−4 V ρ
msf
̇ = = 0.5907× 10-4 kg/kW.sec ̇ ) = E × w3
Mass flow rate of water in cooling jacket (mw
4.384 tE 10
Heat supplied by fuel (Qin) = Cv × ṁ f = 43500×2.59×10-4 = 1 1000
11.2665 kW mw
̇ = × 3 = 6.329×10-2 kg/sec
15.8 10

Mass flow rate of water in cooling jacket (mw

V ρ
̇ ) = E × w3 Heat carried out by water (Qw) = mẇ × Cpw× (T2-T1)
tE 10 Here T1 & T2 Temp. of water inlet & outlet of engine , 0C
1 1000
mẇ = × 3 = 6.329×10-2 kg/sec Qw = 6.329×10-2×4.186× (46-31) = 3.951 kW
15.8 10 H1 −H2
Heat carried out by water (Qw) = mẇ × Cpw× (T2-T1) Head causing flow of air through orifice (H) = ×
100
Here T1 & T2 Temp. of water inlet & outlet of engine , 0C (
ρw
− 1)
Qw = 6.329×10-2×4.186× (41-30) = 2.38 kW ρa
H1 −H2 21.5−11 1000
Head causing flow of air through orifice (H) = × H= ×( − 1) = 78.01 m
100 100 1.293
π π
(
ρw
− 1) Area of orifice (Ao) = × d2 = × (0.017)2 = 2.27×10-4 m2
ρa 4 4
21.5−10.5 1000 So, Vol. rate of air (Va) = Cd×Ao×√2gH
H= ×( − 1) = 84.96 m
100 1.293
π π Va = 0.64×2.27×10-4×√2 × 9.81 × 78.01 = 5.683 ×10-3
Area of orifice (Ao) = × d2 = × (0.017)2 = 2.27×10-4 m2 m3/sec
4 4
So, Vol. rate of air (Va) = Cd×Ao×√2gH π (d)2 ×L×NOC×N
Swept Volume (Vs) = ×
4 60×n
Va = 0.64×2.27×10-4×√2 × 9.81 × 84.96 = 5.9314×10-3 Where d = Dia. of cylinder, m
m3/sec L = Length of stroke, m
π (d)2 ×L×NOC×N
Swept Volume (Vs) = × NOC = No. of cylinder
4 60×n
Where d = Dia. of cylinder, m N= Revolution per minute
π (0.08)2 ×0.11×1×1413
L = Length of stroke, m Vs = × = 6.506×10-3 m3/sec
4 60×2
NOC = No. of cylinder Mass flow rate of air (ṁ a ) = Va× ρa = 5.683×10-3×1.293 =
N= Revolution per minute 7.348×10-3 kg/sec
π (0.08)2 ×0.11×1×1428
Vs = × = 6.575×10-3 m3/sec Mass flow rate of gas (ṁ g ) = ṁ a + ṁf
4 60×2
Mass flow rate of air (ṁ a ) = Va× ρa = 5.9314×10-3×1.293 = ṁ g = (7.348+.3428)×10-3 = 7.6909×10-3 kg/sec
7.6693×10-3 kg/sec Exhaust heat (Qexh) = ṁ g × Cpg × (Tg − Tatm )
Mass flow rate of gas (ṁ g ) = ṁ a + ṁf Where Tg and Tatm are temperature of exhaust gas and
ṁ g = (7.6693+.259)×10-3 = 7.928×10-3 kg/sec temperature of atmosphere
Exhaust heat (Qexh) = ṁ g × Cpg × (Tg − Tatm ) Qexh = 7.690910-3×1.09×(370-27) = 2.875 kW
Where Tg and Tatm are temperature of exhaust gas and Uncountable heat (Qun) = Qin – (Qexh+B.P.+Qw)
temperature of atmosphere Qun =14.9139 – (2.875+5.339+3.951) = 2.748 kW
B.P. 5.339
Qexh = 7.928×10-3×1.09×(286-27) = 2.238 kW Brake thermal efficiency (ɳB.T. ) = = ×100 =
Qin 14.9139
Uncountable heat (Qun) = Qin – (Qexh+B.P.+Qw) 35.79%
Qun =11.2665 – (2.238+4.38+2.238) = 2.264 kW Va 5.683×10−3
B.P. 4.384 Volumetric Efficiency (V.E.) = ×100 = ×100 =
Brake thermal efficiency (ɳB.T. ) = = ×100 = Vs 6.506×10−3
Qin 11.2665
87.35%
38.91%
Va 5.9314×10−3 E. Average Calculative Observations
Volumetric Efficiency (V.E.) = ×100 = ×100 =
Vs 6.575×10−3
S.No. Parameters name Average value
90.21% 1 Torque (T) 19.60 N-m
2 Brake Power (B.P.) 2.945 kW

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 Design and Fabrication of Heat Exchanger for Co-Generation
(IJSRD/Vol. 4/Issue 04/2016/335)

3 Specific fuel consumption (ṁf ) 2.12×10-4 kg/sec From the chart bundle diameter clearance for fixed and
4 Heat supplied by fuel (Qin) 9.239 kW U- tube heat is 80 mm
5 Heat carried out by water (Qw) 2.218 kW 10) Shell diameter Ds = Db+BDC = 158.90+80 =
6 Mass flow rate of air (ṁ a ) 7.847×10-3 238.90mm
7 Mass flow rate of gas (ṁ g ) 8.0598×10-3 11) Baffle spacing (Bs) = 0.4 Ds = 0.4×238.90 = 95.56 mm
8 Exhaust heat (Qexh) 1.7628 kW (pt −d0 )Ds .Bs
12) Area for cross flow (As) =
9 Uncountable heat (Qun) 2.1284 kW pt
(31.25−25)(138.90)(55.56)
10 Volumetric Efficiency (V.E.) 89.802 % As = = 1543.45 mm2
11 Temperature 230.4 0C 31.25
kg
shell−side flowrate[ ]
Table 2: Average Calculative Observations 13) Shell side mass velocity (Gs) = s
As
F. Emission Performance Of Single Generation 8.059×10−2 3 -2
Gs = = .0552 m = 5.05×10 m
1543.45
CO 0.019 0.017 0.015 0.012 14) Calculation for Reynolds number (Re) and Prandtle
CO2 2.09 2.48 2.86 2.89 number (Pr)
O2 17.59 17.09 16.85 16.8 Gs de 5.05×10−2 ×.13890
NOx 351 495 648 652 Re = = = 56.11
µ 32×10−5
Table 3: Emission performance of single generation µ×Cp .658×10−6×4186×103
Pr = = = .715
k 385
Ds L ρu2 µ −0.14
IV. CALCULATION FOR COMPACT TYPE HEAT EXCHANGER s
15) Pressure drop(∆PS ) = 8jf ( ) ( ) ( )
de lB 2 µw
1) Tube Diameter (d) = 25 mm .138 2.5
=8×4.8×10 ( )( ) × 1000 ×
2) Tube Length (L) = 2.5 m = 2500 mm .025 .055
−0.14
3) Material for construction of tube = Cu (5.05×10−2 )2 .20×10−6
( )
4) Thermal conductivity (kw) = 378 w/m0C) 2 .658×10−6

5) Using heat duty equation mw cpw (Tw2 – Tw1) = mg cpw Jf = 4.8×10-1 From chart
(TG1 – TG2) ∆PS = .1792 N/m2
Tw2 −Tw1 90−30
6.329×10-2×4.186×103 (90-30) = 8.059×10- 16) Effectiveness = [ ] =[ ] = .3650
TG1 −TG2 370−205.62
2 3
×1.2×10 (370- TG2)
164.37 = 370- TG2 V. EFFECTIVENESS OF HEAT EXCHANGER AT DIFFERENT
TG2 = 205.62 0C LOAD
θ −θ
6) For counter flow LMTD (θm ) = 1 θ12
lg (
θ2
) A. When Engine Operating At 1.753 Kw
Where θ1 and θ2 temperature difference of hot and cold Tw2 = 75.3 0C and Tw1 = 25.2 0C
fluid TG1 = 344.6 0C and TG2 = 173.37 0C
θ1 = 370-90 = 280 0C Tw2 −Tw1 75.2−25.2
Effectiveness (∈) = [ ]=[ ] = .2921
θ2 = 205.62-30 = 175.62 0C TG1 −TG2 344.6−173.37
280−175.62
(θm ) = 280 =223.76 0C B. When Engine Operating At 3.25 Kw
lg( )
175.62
Tw2 = 86.8 0C and Tw1 = 28.41 0C
7) Temperature correction factor
370−205.62 TG1 = 362.8 0C and TG2 = 201 0C
R= = 2.73 Tw2 −Tw1 86.8−28.41
90−30 Effectiveness (∈) = [ ]=[ ] = .3624
Ft = .80 [From chart] TG1 −TG2 362.8−201
Then the mean temperature difference C. When Engine Operating At 4.38 Kw
DTm = Ft × LMTD = .80×223.76 = 179.08
Tw2 = 92.4 0C and Tw1 = 39.01 0C
Overall heat transfer coefficient
TG1 = 380.7 0C and TG2 = 234.94 0C
U = 250 w/m2c [for hot fluid gas & cold fluid water] T −T 92.4−39.01
=Then Effectiveness (∈) = [ w2 w1] = [ ] = .3635
TG1 −TG2 380.7−234.94
q = UATm
6.32×10-2×60 = 250×A×179.08 D. When Engine Operating At 5.33 Kw
A = 0.354 m Tw2 = 94.6 0C and Tw1 = 45.76 0C
8) Calculations for Number of tubes TG1 = 386.6 0C and TG2 = 247.32 0C
A = nπdl Effectiveness (∈) = [
Tw2 −Tw1
]=[
94.6−45.76
] = .3506
TG1 −TG2 247.32−386.6
0.354 = n×π×(.2500)×25×10-3
n = 1.80 = 2 tubes
Where n = number of tubes, VI. OBSERVATIONS OF PARAMETERS AFTER COGENERATION
d = diameter of tube Load & 1.753 3.25 4.38 5.33
l = length of tubes Parameters kW kW kW kW
9) Tube pitch = 1.25d0 = 1.25×25 = 31.25 mm BTE (%) 25.7 34.5 37.9 34.1
N
Bundle diameter (Db) = d0( t)1/n1 BSFC
0.325 0.2399 0.2196 0.25
Kt
2
(kg/kW-hr)
Db = 25( )1/2.142 = 158.90 mm CO2 2.08 2.46 2.84 2.87
0.319
Where Kt and n1 are obtained from table [ Kt = 0.319 O2 17.58 17.07 16.81 16.6
and n1 = 2.142] NOx 359 493 645 649
∈ 0.2921 0.3624 0.3625 0.3506

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Table 4: Observations of Parameters after Cogeneration
From the above mentioned results it is seen that waste heat
recovery system is feasible.
VII. FABRICATION OF HEAT EXCHANGER
After getting all dimensions and material of shell, tube the
fabrication was done. To fabricate the shell a pipe of
diameter 250 mm was taken, according to availability in
market and tube was made of copper. The copper tube
arranged in shell and drilled at the entrance and exits of the
shell for temperature measurement using thermocouples.
The photographic view of the fabricated shell and waste heat
operated heat exchanger.
Fig. 1: View of Heat Exchanger in Laboratory
Fig. 2: Photographic views at Connection time
After the fabrication of waste heat operated heat
exchanger insulation was done on the outer side of shell to
reduce the heat loss from shell. After insulation the
effectiveness of heat exchanger increases because heat loss
to the surroundings decreases. Insulation was done by glass
wool and insulation because these are cheap and easily
available in the market.
After the fabrication and insulation the heat
exchanger was coupled with the engine setup. The complete
procedure of the setup is given in the next chapter.
VIII. INSULATION THICKNESS CALCULATION
It is required to reduce the heat loss through boundary.
Thermal insulation thickness used for saving energy vary
from condition to condition, but as in general rule, pipes
operating at more-extreme temperatures exhibit a more heat
flow and larger thicknesses are applied due to greater
potential savings. Thickness of insulation was calculated as
Design and Fabrication of Heat Exchanger for Co-Generation
(IJSRD/Vol. 4/Issue 04/2016/335)
Let,
Td = Desired or actual insulation surface temperature in ºC
K = Thermal conductivity of insulating material at mean
temperature Tm (W/m-C)
tk = Thickness of insulation in mm
Rst = Surface thermal resistance = 1/h (oC-m2/W)
Rtr = Thermal resistance of insulation = tk/k (oC-m2/W)
(Tf1+ Td1)
Tm =
2
R = (r+tk)
The heat flow from the heat exchanger surface and
the ambient can be expressed as
𝑇𝑓1 −𝑇𝑎𝑡 𝑇𝑠 −𝑇𝑎𝑡
𝐻 = =
𝑅𝑡𝑟+𝑅𝑠𝑡 𝑅𝑠𝑡
From the above expression for desired Td and Rtr
can be calculated. From Rtr (Thermal resistance of
insulation)and known value of thermal conductivity k,
thickness of insulation can be calculated.
Equivalent thickness of insulation
𝑅+𝑡
(Etk) = (r + tk) × ln( 𝑘 )
𝑟
The above equation was used to find out the
insulation thickness to reduce the heat loss from shell.
IX. MATERIAL SELECTION FOR HEAT EXCHANGER AND ITS
FABRICATION
Material selection for heat exchangers, insulation depends
upon the temperature of waste heat source. Corrosion and
oxidation reactions, like all chemical reactions, are
accelerated automatically by increasing in temperature. If
the waste heat system contains corrosive substances, the
heat recovery surfaces area can quickly become damaged. In
addition, some materials like carbon steel at about above the
800°F [425ºC] and stainless steel above the 1,200°F [650ºC]
begins to oxidize. Therefore, advanced alloys or composite
materials must be used for high grade range temperatures.
Mostly Metallic materials are not used at temperatures
above 1,600°F [871ºC]. The choice of insulation material is
generally depends upon cost and availability of the material.
X. RESULT
We succesfully calculate torque , break power, specific fuel
consumption, heat supplied by fuel, heat carried out by
waste ,mass flow rate of air, Exhaust heat,rate of volumetric
efficiency ,temprature, emission performance of single
generation by gas analysier, calculation of tube diameter,
tube length, material for tube, number of tube, tube pitch ,
shell diameter , shell length.
After we fabricated compact type heat exchnger
that used at exhaust of CI engine and calculate effectiveness
of heat exchanger at different load emission performance of
cogeneration.
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