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Table 5-18. Oil cooler model inputs for the representative point of 3100 rpm, 24 N-m, 150°C coolant temperature, and 90°C condenser temperature. Parameter Minimum heat capacity rate (Cmin=Cair) Maximum heat capacity rate (Cmax=Coil) Oil inlet temperature (Tin,hot) Air inlet temperature (Tin,cold) Actual heat transfer rate (Q̇ ) Oil thermal conductivity (koil) Channel wall thermal conductivity (kw) Oil viscosity (μoil) Oil mass flux (Goil) Oil density (ρoil) Air thermal conductivity (kair) Air dynamic viscosity (μair) Air mass flux (Gair) Air density (ρair) Air heat capacity (cp,air) Value Units 170 W K-1 172 W K-1 89.43 °C 25 °C 2.36 kW 0.137 W m-1 K-1 240 W m-1 K-1 31.1 mPa-s 12.2 kg m-2 s-1 834.4 kg m-3 26.2 W m-1 K-1 0.019 mPa-s 5.12 kg m-2 s-1 0.994 kg m-3 1.01 kJ kg-1 K-1 The oil cooler model resembles all models presented previously. The air flow was defined by setting air velocity at 2.2 m s-1 for all oil coolers. To ensure that this air speed is reasonable, the SPAL catalog was again referenced. The highest demand oil cooler (200°C coolant temperature) has an air side pressure drop of 102 Pa and an air flow rate requirement of 765 m3 h-1. The SPAL fan that was found for the condenser (SPAL, VA18-AP51/C-41S) would easily meet these requirements, so the air speed is deemed reasonable. For the representative point, the oil inlet temperature is 89.43°C, the air inlet temperature is assumed to be 25°C, and the minimum heat capacity rate is 170 W K-1 (Cmin=Cair), giving a maximum heat transfer rate of 11.0 kW. The actual heat transfer rate found measured in the experiment is 2.36 kW, yielding an oil cooler effectiveness of 21.5%. The single-pass cross-flow design of the oil cooler requires the use of the NTU-epsilon relation given in equation (5.25). The effectiveness of 21.5% and the heat capacity ratio of 0.992 125PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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