A thermal radiator in an automobile has the function of preventing an engine from overheating and regulating engine temperature. Heat pipes are heat transfer devices with high thermal conductivity and with their use the radiator's frontal area can be made more compact or the heat transfer capacity of the radiator can be increased. The heat pipe radiator is designed to operate at conditions similar to that of a conventional radiator. Theoretical thermal calculations were carried out for verifying any improvement in its thermohydraulic performance. It was observed that for the same size of radiator the effective frontal area reduced by 37.17% and capacity reduced by 14.82%.

The heat generated in an automobile engine needs to be extracted and dissipated for its efficient working. The objective of this experiment was to improve the thermohydraulic performance of the radiator which can be achieved by using nanofluids as engine coolant for increasing the heat rejection capacity on the coolant side. The present study investigates the performance of MWCNT-water nanofluid at different temperatures (50, 60, and 70 o C). The results indicate that maximum increase in thermal capacity was observed to be 32% at 50 o C (0.2% particle concentration).

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Gravity assisted heat pipes are heat transfer devices that are extensively used for heat recovery and cooling applications. This paper presents a theoretical approach to the design of gravity assisted heat pipes. The variation of the heat transport limits is plotted for different wick structures, materials, working fluids in the heat pipe and heat pipe dimensions. To obtain the best case for heat transfer in gravity assisted situations, the lowest heat transport limit is compared for different wick structures of the heat pipe.

This research * aims on developing a reliable finite element framework to investigate the Specific Energy Absorption (SEA) of the rear crash attenuator of an open-wheel type Indycar vehicle. A meshed model representing the crash structure was designed and its failure behaviour was learnt on the basis of various non-linear finite element modelling techniques to simulate a crash as per regulations from the governing body of Indycar. All the numerical analysis was performed utilizing the LS-DYNA software with the Progressive Failure Model (PFM) and Continuum Damage Model (CDM) of MAT058_LAMINATED_COMPOSITE_FABRIC card.The sandwich structure material characterization for the tuning of the material model was done by the means of a correlation with experimental data and adjusting the non-physical input parameters in the software. Post calibration, the development of the rear impact attenuator was performed with the model. A combined failure mode was observed with a gradual crushing phenomenon during the analysis on head-on impacts (0°) while in case of oblique impacts performed at 30° off axis shows the structure failing at its rear attachment points to the bulkhead.The specific energy absorption was determined at different configurations of impact of this reinforced sandwich structure by evaluating the force over a crushed displacement. The layup was adjusted, the sensitive points at the attachments were stiffened, and the core thickness was varied throughout the structure to improve the overall specific energy absorption by 27.8% with a gradual deceleration value to that of the prescribed. Finally, the results were compared to the previous Indycar structure and the rear crash attenuator was redesigned with highlights of the refreshed results.