Alliance College of Engineering and Design

Study on:
“Design and CFD analysis of 2D – NACA 2414 Airfoil
And Waste Heat Recovery System”
(CADDESK, Jaipur)

Submitted By:
Manjunath
17030141AE009

Under the Faculty Guidance of Prof. VIJAYA LAKSHMI BHARATHI K

Department Of Aerospace Engineering
ACED, Alliance University Bengaluru-562106
Industry Guide Mr. Deelip Saini
CADDESK, Jaipur

In Partial fulfilment of the Course – Industry Internship Programme (IIP) – XXI 700 In
Semester VII of the Bachelor of Technology
(2017-21)
 Bengaluru.
Bachelor of Technology

Industry Internship Programme (IIP)

Declaration
This is to declare that the Report titled “CFD Analysis on NACA 2414” and “CFD
Analysis on Waste Heat Recovery System” has been made for the partial fulfilment of the
Course: Industry Internship Programme (IIP)- XXI 700 in Semester VII by me at Caddesk
under the guidance of Prof. Vijaya Lakshmi Bharathi K.
I confirm that this report truly represents my work undertaken as a part of my Industry
Internship Programme (IIP). This work is not a replication of work done previously by any
other person. I also confirm that the contents of the report and the views contained therein have
been discussed and deliberated with the faculty guide.

Signature of the Student :

Name of the Student : Manjunath

Reg. No.: 17030141AE009
 Bachelor of Technology
Certificate

This is to certify that Mr. Manjunath, Reg. No. 17030141AE009, has completed the
report titled “CFD Analysis on NACA 2414” and “CFD Analysis on Waste Heat Recovery
System” under my guidance for the partial fulfilment of the Course: Industry Internship
Programme (IIP) – XXI 700 in semester VII of the Bachelor of Technology in Aerospace
Engineering.

Signature of Faculty Guide :

Name of the Faculty Guide :

Table of Content :

1. Abstract 1
2. Introduction 1
2.1 Brief History of CFD 1
2.2 About CFD 2
2.3 Application of CFD in different fields 2
2.4 Procedure for CFD Analysis 3
2.5 Project Overview 3
3. Industry Overview 3
3.1 CFD 3
3.2 Global Scenario 5
3.3 Indian Scenario 6
4. Company Overview 6
4.1 Vision 7
4.2 Mission 7

Project Profile
5. Objective 1 10
5.1 Abstract 10
5.2 Introduction 10
5.3 Methodology 11
5.4 Observation and Analyse 13
5.5 Result 15
5.6 Future Direction 16
5.7 Conclusion 16
5.8 Learning Outcome 17
5.9 Discussion 17
5.10 References 17
6. Objective 2 18
6.1 Abstract 18
6.2 Introduction 18
6.3 Methodology 18
6.4 Observation and Analyse 22
6.5 Result 24
6.6 Future Direction 24
6.7 Conclusion 24
6.8 Learning Outcome 24
6.9 Discussion 25
6.10 References 25
List Of Figures :
1. Analysis done by NASA for a Quiet Supersonic Aircraft Design 4
2. Some of the courses CADDESK offers 7
3. Company’s Centres all over India 8
4. Company’s Structure 9
5. Cambered Airfoil at some AOA 10
6. NACA 2414 Airfoil Model designed in Design Modeller(ANSYS) 11
7. Meshed NACA 2414 Airfoil model in ANSYS mesh tool 12
8. Graph between AOA vs Coefficient of Lift 13
9. Graph between AOA vs Coefficient of Drag 14
10. Pressure Contour over the NACA 2414 14
11. Velocity Contour Over the NACA 2414 15
12. Design of Model in Design Modellar(ANSYS) 19
13. Both figure (a) and (b) shows the model after meshing 20
14. Both [a] and [b] shows the Temperature contour of the Waste Heat 23
Recovery System

List Of Tables :
1. Differences between Experiment and Simulations 4
2. Boundary Conditions 12
3. cl and cd values for different AOA for NACA 2414 16
4. Model dimensions 19
5. Setup 21
6. Boundary Conditions 21
7. Thermal Boundary Conditions 22
1 Abstract :
Before the introduction of CFD analysis, many of the experiments conducted in the field
of Aviation, Automobiles, etc., required big and sophisticated test facilities, also it required to
manufacture the model with a definite design and materials using machines and it was very
time and money consuming, complex process compared to the CFD analysis. In CFD analysis
we conduct the experiments virtually, where it uses the Finite Element Method to solve and
simulate the results. We can simulate the real life experiments with accurate results in CFD
analysis and in this process meshing the model plays a vital role because how fine the meshing
was done, will decide how accurate the results we get compared to the real life.

2 Introduction :
In the earlier days it was very difficult to conduct the experiments in the field of avionics
without the aid from funding source like Governments. For conducting any thought into reality
it required very long procedure for the approval only, because those experiments demanded
high rate of flow of money and very sophisticated and large test facilities. Because of these all
big hurdles in the path of development, they created a big drag for the technology to fly higher.

2.1 Brief History of CFD :

In 1922 – Basis of modern CFD and numerical meteorology made by Lewis Fry
Richardson in a weather forecasting scheme using differential equations and finite differences
and after 10 years in 1933 – Earliest numerical solution for flow past a cylinder developed by
A.Thom, In 1950 – First 24-hour weather forecast performed by the ENAIC modern computer,
In 1955 – Particle-in-cell simulation method for transient 2D fluid flow developed by Los
Alamos National Lab, In 1963 – Vorticity-stream-function method for 2D, transient,
incompressible flow, In 1965 – Marker-and-cell method for time-dependent viscous flow
developed by Los Alamos National Lab, In 1966 – Fluid-in-cell method developed for
unsteady Compressible Flow problems, In 1967 – First 3D model based on panels
discretization published by Douglas Aircraft, In 1968 – First lifting Panel Code (A230)
described by Boeing Aircraft , In 1970 – First description of Full Potential equations published
by Boeing, In 1981 – 3D FLO57 code based on Euler Equations for Transonic Flows. After
1981 Many of the fundamental pieces of research that contributed to CFD 2D and 3D methods
focused on airfoil design and analysis. NASA research dedicated to the Navier–Stokes
equations developed 2D codes ARC2D and 3D codes. These included codes like ARC3D,
OVERFLOW, and CFL3D, which were the main sources for modern commercial CFD
packages like ANSYS.

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2.2 About CFD :

Computational fluid dynamics (CFD) is a branch of Fluid Mechanics that uses

numerical analysis and Data Structure to analyse 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.

CFD is applied to a wide range of research and engineering problems in many fields of
study and industries, including aerodynamics and aerospace analysis, weather simulation,
natural science and environmental engineering, industrial system design and analysis,
biological engineering, fluid flows and heat transfer, and engine and combustion analysis.

CFD analyses have a great potential to save time in the design process and are therefore
cheaper and faster compared to conventional testing for data acquisition. Furthermore, in real
life tests a limited amount of quantities is measured at a time, while in a CFD analysis all
desired quantities can be measured at once, and with a high resolution in space and time.

2.3 Application of CFD in different fields:

✓ Architects can design complex designs that are safe with a relatively less budget.
✓ Car manufacturers can design their vehicles to be more aerodynamic and save fuel
consumption and can optimize the design for a specific design much faster while being
also less expensive.
✓ Chemical engineers can maximize their yield from their experiments.
✓ Surgeons can cure arterial diseases (computational hemodynamics )
✓ Meteorologists can forecast the weather and warn of natural disasters
✓ Meteorologists can forecast the weather and warn about natural disasters.
✓ Safety experts can reduce health risks from radiation and other hazards.
✓ Military organizations can develop weapons and estimate the damage.

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2.4 Procedure for CFD Analysis :

A CFD analysis basically consists of the following three phases:

✓ Pre-processing
In this phase the problem statement is transformed into an idealized and
discretized computer model. Assumptions are made concerning the type of flow to be
modelled (viscous/inviscid, compressible/incompressible, steady/non steady). Other
processes involved are mesh generation and application of initial- and boundary
conditions.

✓ Solving
The actual computations are performed by the solver, and in this solving phase
computational power is required. There are multiple solvers available, varying in
efficiency and capability of solving certain physical phenomena.

✓ Post-processing
Finally, the obtained results are visualized and analyzed in the post processing
phase. At this stage the analyst can verify the results and conclusions can be drawn
based on the obtained results. Ways of presenting the obtained results are for example
static or moving pictures, graphs or tables, contours.

2.5 Project Overview :

There were total two main Projects assigned to us during our internship, in that one is
to do CFD Analysis on NACA 2414 to study how Lift and Drag will vary with respect to the
different AOA and the second Project is to do the CFD analysis on the Shell and Tube with fin
type Waste Heat Recovery System to observe how the heat is recovered from the exhaust gas
for a useful work like Electrical energy or to generate steam or Hot water. Apart from these we
have also done CFD analysis on Solar still, mixture of two fluids, Shell and tube type heat
exchanger, Pipe with twisted strip, Flow over the BMW X5. To analyse the models we used
ANSYS student version CFD package. Since we are using the student version software there
are many limitation in using CFD tools. These limitation caused the end result to differ from
the reference paper. These projects are mainly about introduction to some of the CFD tools and
get familiar with the interface, so that we can do some basic CFD analysis.

3 Industry Overview :
3.1 Computational Fluid Dynamics
Computational Fluid Dynamics (CFD) foresees the impact of flow of fluid on the
product throughout design, manufacturing, and end usage. The power of unparalleled fluid
flow analysis of CFD software is used to develop new equipment and design. CFD empowers
end users to mimic the performance of a real-world product by analysing its behaviour in
computer, allowing end users to find and correct faulty formations before the production
process. This can also help to troubleshoot existing setups and designs. The end-users can
analyse the flow, turbulence, and pressure distribution of liquids and gases, and their interaction

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with structures. It also helps in predicting fluid flow, mass transfer, chemical reactions, and
any related phenomena. CFD software are utilized in many industries like Aerospace,
Automotive, Defense, Electronics and Electrical and many more. Using CFD results in less
expenditure than experiments because physical modifications can be altered virtually and takes
just time as opposed to experimental setups which takes extra time and money.

Figure 1: Analysis done by NASA for a Quiet Supersonic Aircraft Design.

Figure[1] is an ongoing study being conducted by NASA on Quiet Supersonic Aircraft

Design. As FAA bans civilian supersonic flights, NASA utilises CFD as it’s much faster and
money efficient way, saves a lot of money by not conducting not many real experiments. CFD
gives an insight into flow patterns that are difficult, expensive or impossible to study using
experimental techniques. A comparison between experiments and simulations is made below.

Sl. Experiment Simulation

No.
1 Quantitative description of flow Quantitative prediction of flow phenomena
phenomena using measurements. using CFD software.
2 At a limited number of points and time For all desired quantities.
instants.
3 For a laboratory-scale model With high resolution in space & time.
4 For a limited range of problems and For the actual flow domain
operating condition.
5 For one quantity at a time. For virtually any problem and realistic
operating conditions
6 Error sources: measurements errors, flow Error sources: Modelling, discretization,
disturbances by the probes iteration, implementation.
Table 1: Differences between Experiment and Simulations.

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 CFD does not replace the physical experiments completely because we can’t relay on
the simulation results. These simulation results may not be accurate always due to the
computing power limitation, we have to verify these results by conducting the real life
experiments. But still we prefer CFD analysis because it is cheaper, faster way to test the
product design before production.
The CFD simulations reliability is greater for laminar flows than for turbulent flows
,single phase flows than for multi phase flows, chemically inert systems than for reactive flows.
CFD makes predictions briefly based on following points :
➢ The analyst who stated the problem to be solved
➢ Models expressed mathematically
➢ The software that accepts the code and provide detailed algorithms
➢ The computer hardware which does the required calculations
➢ The analyst who watch and interpret the result

3.2 Global Scenario

In the global computational fluid dynamics market North America and Europe is
expected to acquire the largest share. And the Asia-Pacific region is one of the most rapid
growing market, due to the boom of manufacturing sector. The Asia-Pacific market is heading
in the direction of implementing integrated CFD software that would advance the efficiency of
product progress cycle. Few of the large companies have started providing integrated software
with many other tools to improve the efficiency of product development cycles. Few of the
global players in CFD market are ESI Group, COMSOL, EXA Corp, NUMECA International,
ANSYS, Fluidyn and more. Due to the technological capabilities, many companies in CFD
market are either being approached for acquisition by larger corporations or being acquired.
3.2.1 Top Companies in the Global Market:
In 2019, the global Computational Fluid Dynamics (CFD) market size was USD 1.7035
Billion and is estimated to reach USD 3.2003 Billion by the end of 2026.
✓ ANSYS with 15.21% of market share and USD 1.516 Billion in revenue
✓ CD-adapco with revenue of USD 200 million in revenue
✓ Mentor Graphics with USD 1.28 Billion in revenue
✓ EXA with USD 72.7 Million in revenue
✓ Altair Engineering with 10.31% of market share and USD 458.9 Million in revenue
✓ Dassault Systemes with 16.5% of market share and 4.018 Billion Euros in revenue
✓ COMSOL with USD 96 Million in revenue
✓ Autodesk with 5.34% of market share.

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 The market share is slowly moving towards rising nations such as South Korea, China,
Brazil and India. This surge in outsourcing activities to emerging nations enhances the
manufacturing industries and many other start-ups in aerospace sector. An open source CFD
software is posing a threat to the CFD industry as many end users have adopted them as cheaper
alternatives instead of spending huge amount of money on commercial licenses. The need to
develop higher quality products is one of the major reasons for growth in market. As a badly
designed product would create problems to manufacturer and the end user it has become a
staple to focus on creating a good design.
The upcoming services in CFD is being focused on cloud based services as it has a lot
of benefits over traditional server based softwares in numerous ways. Few vendors are offering
cloud based services but the end users are not willing to adopt it.

3.3 Indian Scenario:

In India aerospace laboratories like VSSC, NAL, ADA, DRDL and others initially
adopted the route of developing CFD code instead of using a commercial codes from a vendor.
This benefitted them as they could alter the software to their requirements and also know the
in and outs of the software. But many private companies utilized the commercial vendors for
their uses. There are many contenders in Indian market. Few of them are listed below:

✓ ANSYS
✓ CD-adapco
✓ Zeus Numerix
✓ ESI Software Pvt. Ltd
✓ Tetrahedrix
✓ NFOTEC
✓ Transoft International
✓ Applied Thermal Technologies
✓ CSM Software Pvt. Ltd
✓ Delphi India
✓ Flomerics India Pvt. Ltd

4. Company Overview:
CAD DESK is amongst India's leading CAD training Institutions. They started operations
in the year 2007 and have continued to grow exponentially. During this phase, CAD DESK
had been successful in carving its goodwill in the industry as a result. The goodwill is not only
because CAD DESK provides skilled training in the field of CAD/CAM/CAE, but also because
the students are taught latest technologies available in the industry. Training is coupled with
hands-on lab sessions where the students face simulations of live situations that may arise on

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a day to day level in organizations. But due the COVID pandemic they where unable to take
practical lab sessions.
CAD DESK has expanded its network in major cities of India through its franchisee
partners, providing latest technological advancements to students. This has resulted in
substantial increase in the student base for CAD DESK Brand. Presently CAD DESK has over
100 centres in major cities of INDIA with presence in 20 states including Karnataka.
CAD DESK is one of the largest Training providers for AutoDesk, PTC, Dassault, Siemens,
Microsoft & Bentley. It not only offers a wide range of technical software solutions but also
started engineering specific course through 'open' curriculum programs and reputed
certifications.
Over the years, CAD DESK has mastered itself in training delivery process and the trainers
are centrally certified through its CCTP Programs. The certification process ensures uniform
and upgraded training delivery at every center across the nation.

Fig: 2 Some of the courses CADDESK offers

4.1 Vision
Their vision is aim to make India a hub of well-trained Engineers and Technical
professionals and also to establish a globally Misted name in the field of software training
related to CAD / CAM / CAE. On certification from CAD DESK any company can rely upon
the quality of skill of Engineers / Technical personnel in particular skills.
4.2 Mission
CAD DESK has a mission to develop a comprehensive network at national and
international levels through its well managed franchise centers, where students can easily reach
qualitative advanced technology with practical exposure, to make them directly
EMPLOYABLE in industries. To shift from conventional software training to an all-inclusive

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training which includes theory, practical and software training with internships in industries.
Mechanical Computer Aided Design (MCAD) software’s are used to create and modify
geometry both 2D and 3D to design, assess and document mechanical components, sheet metal
components, assemblies, products as well as moulds, dies and other tooling. Below snapshot
describes about the courses offered by the company

Fig :3 Company’s Centres all over India

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Fig :4 Company’s Structure

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Project profile

5. Objective 1:

Design and CFD analysis of NACA 2414 airfoil to observe the lift and drag coefficients with
respect to different AOA

5.1 Abstract:
The main objective of this study is to compare the coefficients of Lift and Drag at
different Angle of Attack at constant given subsonic velocity for NACA 2414 Aerofoil using
Computational Fluid Dynamics. The four fundamental forces namely, Lift, Drag, Thrust and
Drag plays an important role in performance of Aircraft. To get the solution we have to solve
steady state governing equation and momentum equation with standard k-epsilon viscous
model. The coordinates for the NACA 2414 is imported in Design Modular and then created
the geometry.

5.2 Introduction:
An Aerofoil is the cross-sectional area of the wing having curved design so that it
creates the most important force that is Lift required by the wings of the airplane, Propeller
blades, etc. The aerofoil is the very principle invention to get the heavy vehicles into the air.
When the relative motion between the aerofoil design and the air happens at some required
speed, then the aerofoil produces very important Aerodynamic force I.e., Lift. The net force
generated by the help of pressure difference is the Lift force (Perpendicular) acting on the
aerofoil and due to shear force (Parallel) is the Drag force acting in opposite direction to the
aerofoil motion.
The key principle used is the Bernoulli’s principle because , when flow is happening
over the aerofoil generates a low pressure zone on the upper surface and high pressure zone on
the lower surface and it will create a pressure difference and since pressure at lower surface is
greater than the upper surface it will push the aerofoil up the air and this force is called as Lift.

Fig : 5 Cambered Airfoil at some AOA

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5.3 Methodology:
Methodology means the strategy used while solving and getting required results in the
computational domain. The CFD solving strategy consists of three basic and most important
steps, those are:

⚫ Pre- Processing
⚫ Solver
⚫ Post- Processing/ Result

5.3.1 Pre- Processing:

In this stage we deal with the geometry creation and then we will perform meshing as
meshing will break our profile into several number of small parts, so that to acquire the most
accurate value or results for our created model as compared to the real world situation.
Initially to create the required profile of NACA 2414 we require the coordinates and those
we can get through National Advisory Committee for Aeronautics( NACA) website and we
can import those coordinate points to design modeler using Point function and joining them
using 3D-curve and line commands, then we create the 2D surface for the created profile and
then we draw the wind tunnel around it and create surface for it also. By using Boolean function
subtract the aerofoil surface from the wind tunnel surface. Use the rotate tool about the leading
edge and give the initial value as 0 and set it as parameter named AOA(Angle Of Attack).

Fig : 6 NACA 2414 Airfoil Model designed in Design Modeller(ANSYS)

➢ Meshing:
After the geometry creation we have to mesh or divide the profile and provide the refinement
to the profile for the fine mesh near the aerofoil edge and for better results divide the profile
around 4-5 lack parts. Name the boundaries accordingly. This process is the base for getting
the better end results. Finer the mesh quality, it is more likely to get exact result as of physical
experiment. Since this project is carried out using ANSYS student version, we have a limitation

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in making the mesh quality fine, that we can have a maximum number of mesh elements of
5,32,000. That’s why we have taken the mesh elements around 4,50,000. The mesh quality
around the model should be very fine as shown in below figure.

Fig : 7 Meshed NACA 2414 Airfoil model in ANSYS mesh tool

5.3.2 Solver:
In this step all the boundary conditions and input parameters are defined in the Fluent that
works as the basis to solve the problem and tell what values to record or calculate during the
analysis. Set the Cl and Cd as output parameters. We have used k-epsilon viscous model and
selected a second order scheme discretisation to converge results very accurately and faster and
given 1000 iterations to calculate. Adding monitors like Coefficient of Lift and Coefficient of
Drag to plot the graphs between number of iterations and Cl and Cd.

➢ Boundary Conditions

Model Standard k-epsilon Equation

Inlet Velocity- Inlet
Flow Velocity 30 m/s
Density Of Fluid 1.125 kg/m^3
Fluid Air
Outlet Pressure- Outlet
Table : 2 Boundary Conditions

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5.3.3 Post processor / Results :
ANSYS CFD-Post, the common post-processor for all ANSYS fluid dynamics products
give users everything they need to visualize and analyse their results. Within a modern and
intuitive user interface, ANSYS CFD-Post sets no limits on creativity when generating
powerful images to illustrate the flow in any desired level of detail. From vector plots and
streamlines to vortex cores and flow animations, ANSYS CFD-Post provides users all the tools
they need to produce insightful solution visualizations, including 3D images viewable by
anyone with the freely distributable 3D viewer.

5.4 Observation and Analysis:

Going through the paper prescribed by the instructor we have observed that the results
are not exactly similar and this may be due to the mesh elements created where less. From the
obtained cl and cd values for different AOA we have plotted it on graph sheet to observe the
behaviour of these parameters for different AOA. These obtained results can be improved by
taking finer mesh quality, making sure that the aspect ratio and orthogonal quality of mesh
element are up to the mark.

Fig : 8 Graph between AOA vs Coefficient of Lift

As we can observe from the graph between AOA and Cl (Fig 12), as the angle of attack
is increasing the Coefficient of lift also increasing almost linearly. And since we taken a
cambered airfoil the lift is generated even when the AOA is zero and it lift is becoming zero
when the AOA is becoming more negative. This behaviour is expected from theory and
practical point of view.

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 Fig : 9 Graph between AOA vs Coefficient of Drag
And if we observe the graph between AOA and Cd (Fig 13), as angle of attack is increasing
the coefficient of drag also increasing drastically, that is after some critical angle of attack it is
increasing very abruptly. As the AOA is becoming negative it is increasing again. We would
have got the inverted umbrella like curve but due to the time constrain and iterative or
processing capacity of our computer we have considered data at only five different AOA.

Fig : 10 Pressure Contour over the NACA 2414

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 If we observe the pressure contour(Fig 10) we can see that the pressure created on the
bottom surface is greater than that of the pressure created on the upper surface. It is what we
want to get the lift force from the airfoil. Similarly in the Velocity contour it is vice versa
because from ideal gas equation we know that the pressure is inversely proportional to the
velocity, so the velocity on the upper side is greater compared to the velocity on the lower side
of the aerofoil, thus creating a net upward force called lift.

Fig : 11 Velocity Contour Over the NACA 2414

5.5 Results:
After iterating and updating, we got the values for coefficient of Drag and coefficient
of Lift for five different AOA. The results have been tabulated and plotted accordingly. We
can see from below table that the coefficient of Lift is increasing continuously in a linear
fashion and it is starting from the negative AOA, but the coefficient of Drag is approximately
remains constant for few range of AOA and then rapidly increases for higher AOA.

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 AOA cl cd

-5 0.32121 0.010819

0 0.19549 0.009387

5 0.71851 0.012459

10 0.99436 0.036921

15 1.3145 0.07977

Table : 3 cl and cd values for different AOA for NACA 2414

5.6 Future Direction :

As we have observed from the results we obtained compared to the reference

paper, the results where not same and that can resolved by :

• Fine meshing
• Mesh elements with triangular/tetrahedron
• Alternate possible setup/method to get the accurate results
• Face meshing the important domain

5.7 Conclusion :
The main purpose of this study is to find out drag coefficient and lift coefficient at
different angle of attack of NACA 2412 airfoil and observe how these changing with respect
to different AOA. Importing of points to the design modeller of the Ansys, where the model is
created by joining all the points and then the meshing the model, next the models was defined
with the boundary conditions that defines the model’s material, type of solver, input parameters
such as density, dynamic viscosity, velocity(30m/s), etc. The iteration was carried out for zero
AOA and then updating the values for all the AOA. Then flow over an airfoil is analysed and
the velocity and pressure contour over an airfoil are extracted in the post-processing.
By setting AOA as an input parameter, lift and drag coefficient at -5, 0, 5 and 10 are
determined. Variation of lift coefficient and drag coefficient with respect to different AOA are
plotted and observed the results. Although the results are not same as of the reference paper
due to the limitation in the number of mesh elements in student version of ANSYS. INC.

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5.8 Learning Outccome :

Meshing the Model

Improving the quality of mesh using some tools
Simulating the results
Fluid structure interaction.
CAD modelling.
Types of meshing tools.
CFD analysis for basic objectives
Application of FEM.
Getting the Pressure and Temperature Contour over the Model

5.9 Discussion :
➢ What is airfoil?
The cross section shape of wing is called as airfoil
➢ CFD
Computational fluid dynamics is the method of solving by using numerical
methods.

➢ Mesh
The breaking of domain into small domain to get the nodal results on an model
by breaking the model into elements and nodes.

5.10 References :
• Arnav Kulshreshtha, Sanjeev Kumar Gupta, Piyush Singhal, “FEM/CFD analysis of
wings at different AOA”, Elsevier.
• www.airfoilstools.com

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6 Objective 2:

CFD Analysis of Waste Heat Recovery System to see how heat is recovered

6.1 Abstract :
Exhaust gas from the Diesel engine has the heat energy which is otherwise let in the air
as waste , but it can recovered or used for a meaningful work by using a appropriate Waste
Heat Recovery System at the end of the exhaust pipe. In this analysis we are using the liquid
water as an working fluid(Cold Fluid) in the shell. There are many types or designs of the
Waste Heat Recovery System are available but in this analysis we are using shell and tube type.

6.2 Introduction :
The internal combustion engine (ICE) does not efficiently convert chemical energy into
mechanical energy. A majority of this energy is dissipated as heat in the exhaust and
coolant.Current ICEs are on average approximately 25% efficient, under typical driving
conditions (i.e.: European driving cycle) but can range from 20% to 45% depending on the
engine type and operating conditions. The remaining 55%–80% will be wasted as heat in both
the coolant and the exhaust gases. So, instead of thinking about improving the efficiency of the
engine directly, we can recover the heat from the exhaust gas, thus indirectly improving the
engine efficiency. A waste heat recovery system has the potential to convert some of this waste
heat into electricity and consequently reduce the fuel consumption of the car by reducing the
load on the car alternator. Heat pipes and TEGs could be used in conjunction for use in a waste
heat recovery system. Their compact size and solid state design make them ideal for automotive
applications.

6.3 METHODOLOGY:
6.3.1 Pre-Processing:
Initially in this step we have to proceed by creating a CAD model of the System we
want to Analyze and then mesh the model. For modelling the System either we can use the
Design modeler or space claim provided in the software or we can model in other CAD
software’s like SolidWorks, CATIA ,etc., and then we can import the file. In our case we did
it in Design Modeler. In this model a inner tube with six fins attached on its surface which aids
for effective heat transfer from the hot fluid flowing through the tube surrounded by a outer
shell consisting a cold fluid which flows over the surface of the inner tube.

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 Shell Diameter 100 mm
Tube Diameter 40 mm
Tube Wall Thickness 2 mm
Fin length 18 mm
Fin Thickness 2 mm
Table :4 Model dimensions

Fig : 12 Design of Model in Design Modellar(ANSYS)

After creating the well defined model of the System we have to mesh it. Meshing is one
of the most important bridge to get more realistic results after CFD analysis. This process will
divide the whole complex model into small basic units. There are many meshing methods can
be adopted for different purposes like Sizing, Contact Sizing , Refinement ,etc., there is some
limitation in meshing the model using student Version of ANSYS i.e., the maximum number
of mesh elements we can create is 532000. A good quality mesh will give more accurate results.
After meshing the model we have to name some of the parts to define the properties later. Some
parts like Hot fluid inlet, Hot fluid Outlet, Cold Fluid Inlet, Cold Fluid Outlet, etc,.

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 (a)

(b)
Fig : 13 Both figure (a) and (b) shows the model after meshing

➢ Solver :
In this step we setup some of the parameters like inlet velocity, material, etc,.
and methods to solve the problem. After defining all the required prerequisites to solve the
problem, initialize it to check if the model is well defined to proceed further and then enter
the number of iterations to be carried out so that the solution converges. Once after the
solution converges, in the console it will be displayed at what number of iteration the solution
got converged.

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The setup to solve the Waste Heat Recovery System are as follows,

Model K-Epsilon
Energy
Materials Solid – Copper
Fluid – 𝐻2 O (Cold Fluid),
Water Ethanol (Hot Fluid)
Cell Zone Conditions Shell – 𝐻2 𝑂
Fin – Copper
Tube – Water Ethanol
Wall type Select Coupled for the interfaces
Table : 5 Setup

Boundary Conditions :
Detail Boundary Type Value Remarks
Hot Gas Inlet Mass Flow Rate 0.00934 kg/s D = 0.06m,
Turbulence Intensity = 3
%
Cold Fluid Inlet Mass Flow Rate 0.0054 kg/s D = 0.025m,
Turbulence Intensity = 3
%
Hot Gas Outlet Pressure Outlet 0 Pa (Gauge) D = 0.06m,
Turbulence Intensity = 3
%
Cold Fluid Outlet Pressure Outlet 0 Pa (Gauge) D = 0.025m,
Turbulence Intensity = 3
%
Inner Surfaces, Standard Wall Coupled Common wall at Interfaces
Fin Surfaces, etc,.
Outer Surfaces Standard Wall Heat Flux = 0 Insulated
Table : 6 Boundary Conditions

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Thermodynamic Properties of the Flowing Fluids:

Parameters Hot Fluid Cold Fluid

Inlet Temperature 387 300
Thermal Conductivity 0.0404 0.6
Specific Heat Capacity 1030 4182
Viscosity (Absolute) 0.000027 0.0006
Density 0.696 998
Mass Flow Rate 0.0093366 0.0054
Table : 7 Thermal Boundary Conditions

6.3.2 Post Processing :

In this process we obtain the Graphical representation of the result by using contours over a
specified area where we want to analyze the system and also we can see the streamline
representation of the simulation of flow. We can see different parameters like Temperature
Contour, Pressure Contour, Density Contour, etc,. Basically in post processing we can observe
and analyze the results obtained from the simulation.

6.4 Observation and Analysis :

From the temperature map we can observe that heat from the Hot fluid is transferred to
the cold fluid flowing over the tube and fins. We can see that how the temperature of the cold
fluid is gradually changing over the span from the inlet to the outlet. Here the fins are providing
the extra surface area for the heat exchange to happen more quickly. If we provide more number
of fins, than the heat transfer will be quicker. Since here we used the copper with which our
tube is made, because of it’s conductive property it can easily allows the temperature to transfer
across it from the hot combustion gas to the cold water.

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 [a]

[b]
Fig : 14 Both [a] and [b] shows the Temperature contour of the Waste Heat Recovery System

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6.5 Result :
The result we obtained from this simulation was not similar to the one we referred
from the paper, but we have accomplished our basic objective that is to observe how the heat
is transferring from the hot exhaust gas to the cold fluid. The we got can be improved by
taking finer mesh quality.

6.6 Future Directions/ Recommendations :

As we have observed from the results we obtained compared to the reference paper, the
results where not same and that can resolved by :
Fine Mesh
Tetrahedron mesh Elements
Body Sizing
Face Sizing
Refinement
Give at least 500 Iterations

6.7 Conclusion :
Based on the above CFD analysis of the Waste Heat Recovery System we can say that,
instead of modifying or improving the heat efficiency of the engine, we can recover the heat
from the exhaust thus indirectly improving the efficiency of the engine. Some of the conclusion
we can list from the analysis and References are :-
• If the cold fluid flows in counterflow direction of the hot exhaust the heat transfer from
the hot fluid to the cold fluid was increased.
• Since fins provides extra surface area for heat to transfer from hot fluid to cold fluid,
the number of fins and dimension of fin also affects the heat transfer rate.
• The medium for heat transfer from the hot fluid to the cold fluid is the tube and fin
material, therefore the conductivity of the material used for the tube and fin also affects
the heat transfer rate.

6.8 Learning Outcomes :

❖ Learnt about what is Waste Heat Recovery System and how it works.
❖ There are different designs of Waste Heat Recovery System according to complexity
and efficiency level, but the more common design is the Shell and tube type.
❖ Learnt about some basic tools for Heat transfer simulation in ANSYS Fluent after
carrying out bunch of simulations
❖ Learnt why the Waste Heat Recovery Systems are used.
❖ Some techniques to improve the mesh quality of the simulation models for optimum
results.
❖ How the different parameters of the system affects the heat exchange rate.
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6.9 Discussion :
✓ What is Waste Heat Recovery System?
➢ Waste Heat Recovery System is a setup attached at the end of the engine
exhaust, so that it can store the heat energy from the exhaust gas in the cold
fluid, and that heat is either used to generate electrical energy or used it to
generate the steam or hot water for other purposes.

✓ Where this system is used?

➢ Waste Heat Recovery Systems are used in large diesel engines in ships and we
can also use in automobiles.

6.10 References :
"Computational and experimental investigation on effective utilization of waste heat
from diesel engine exhaust using a fin protracted heat exchanger" - By Kasinathan,
"117489".

“Waste Heat Recovery from a Diesel engine using shell and tube heat exchanger” -
By Saiful Bari and Shekh N. Hossain.

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