Report Car Cooling System

Fluid Thermal Equipment System

Engine Cooling

FLUID THERMAL EQUIPMENTS Engine Cooling Systems in Suzuki Spls!

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Le1tu%e% 2 D%34Ing3 Uyung 5tot S3 Dint

MECHANICAL EN5INEERIN5 DEPARTMENT EN5INEERIN5 EN5INEERIN 5 FACULT FACULT6 6 ANDALAS UNI7ERSIT6 PADAN58 ()'9 Engine Cooling System

1


Engine Cooling

CHAPTER I INTR#DUCTI#N '3' "1kg%o "1kg%oun$ un$

We know that in case of Internal Combustion engines, combustion of air and fuel takes place inside the engine cylinder and hot gases are generated. The temperature temperature of gases will be around 23002!00"C. 23002!00"C. This is a #ery high temperature and may result into burning of oil film between the mo#ing parts and a nd may result into sei$ing or welding of the same. %o, this temperature must must be reduced to about &!0200"C &!0200"C at which the engine will work most efficiently. efficiently. Too much cooling cooling is also not desirable desirable since it reduces the thermal efficiency. %o, the ob'ect of cooling system is to keep the engine running at its most efficient operating temperature. It is to be noted that the engine is (uite inefficient when it is cold and hence the cooling system is designed in such a way that it pre#ents cooling when the engine is warming up and till it attains to ma)imum efficient operating operating temperature, then it starts cooling. In our pro'ect is to identify the performance of cooling system in %u$uki %plash car. To get the performance we need thermodynamics analysis and fluid mechanics mechanics analysis and also how to select the component component of the system. *rom these parameters we can design the component of the system.

'3( P%o/l P%o/lems ems &. +ow to design design heat heat e)change e)changerr radiator radiator-, -, pump, pump, and piping piping system system with

prefered analysis 2. +ow +ow to selec selectt radiat radiator or fan fan and and ther thermo mosta statt #al# #al#ee with with ther thermo mody dynam namics ics parameters 3. +ow to to select select materials materials for for all compo component nent of of cooling cooling system system '30 Limittio Limittion n o: P%o/lems P%o/lems &. The The componen componentt which which we anali$e anali$e are pump, pump, heat e)change e)changerr radia radiator tor-, -,

radiator fan, thermostat #al#e, and also piping system. 2. %ome %ome parameter parameterss that hard to measur measure, e, we use some some assumpti assumptions ons to make make easier analysis. Engine Cooling System

2


Engine Cooling

CHAPTER I INTR#DUCTI#N '3' "1kg%o "1kg%oun$ un$

We know that in case of Internal Combustion engines, combustion of air and fuel takes place inside the engine cylinder and hot gases are generated. The temperature temperature of gases will be around 23002!00"C. 23002!00"C. This is a #ery high temperature and may result into burning of oil film between the mo#ing parts and a nd may result into sei$ing or welding of the same. %o, this temperature must must be reduced to about &!0200"C &!0200"C at which the engine will work most efficiently. efficiently. Too much cooling cooling is also not desirable desirable since it reduces the thermal efficiency. %o, the ob'ect of cooling system is to keep the engine running at its most efficient operating temperature. It is to be noted that the engine is (uite inefficient when it is cold and hence the cooling system is designed in such a way that it pre#ents cooling when the engine is warming up and till it attains to ma)imum efficient operating operating temperature, then it starts cooling. In our pro'ect is to identify the performance of cooling system in %u$uki %plash car. To get the performance we need thermodynamics analysis and fluid mechanics mechanics analysis and also how to select the component component of the system. *rom these parameters we can design the component of the system.

'3( P%o/l P%o/lems ems &. +ow to design design heat heat e)change e)changerr radiator radiator-, -, pump, pump, and piping piping system system with

prefered analysis 2. +ow +ow to selec selectt radiat radiator or fan fan and and ther thermo mosta statt #al# #al#ee with with ther thermo mody dynam namics ics parameters 3. +ow to to select select materials materials for for all compo component nent of of cooling cooling system system '30 Limittio Limittion n o: P%o/lems P%o/lems &. The The componen componentt which which we anali$e anali$e are pump, pump, heat e)change e)changerr radia radiator tor-, -,

radiator fan, thermostat #al#e, and also piping system. 2. %ome %ome parameter parameterss that hard to measur measure, e, we use some some assumpti assumptions ons to make make easier analysis. Engine Cooling System

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Engine Cooling

'3. #/;e #/;e1ti< 1ti
for cooling system components. '39 #ut #ut1om 1omes es We can design and analy$e the cooling system, so that it1s useful for us to

sol#e in the future work.

CHAPTER II LITERATURE RE7IE= (3' De:inition o: Cooling Cooling System System Engine Cooling System

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Engine Cooling

 typical  cylinder #ehicle cruising along the highway at around !0 miles per hour,

will produce 000 controlled e)plosions per minute

inside the engine as the spark plugs ignite the fuel in each cylinder to propel the #ehicle down the road.b#iously, these e)plosions produce an enormous amount of heat and, if not controlled, will destroy an engine in a matter of minutes. Controlling these high temperatures is the 'ob of the cooling system.The modern cooling system has not changed much from the cooling systems in the model T back in the 420s. h sure, it has become infinitely more reliable and efficient at doing it4s 'ob, but the basic cooling system still consists of li(uid coolant being circulated through the engine, then out to the radiator to be cooled by the air stream coming through the front grill of the #ehicle.Today4s cooling system must maintain the engine at a constant temperature whether the outside air temperature is &&0 degrees *ahrenheit or &0 below $ero. If the engine temperature is too low, fuel economy

will

suffer

and emissions will rise.

If the temperature is

allowed to get too hot for too long, the engine will self destruct. (3( T!e >o%k o: Cooling System

ctually, there are two types of cooling systems found on motor #ehicles/ 5i(uid cooled and ir cooled. ir cooled engines are found on a few older cars, like the original 6olkswagen 7eetle, the Che#rolet Cor#air and a few others. 8any modern motorcycles still use air cooling, but for the most part, automobiles and trucks use li(uid cooled systems and that is what this article will concentrate on. The cooling system is made up of the passages inside the engine block and heads, a water pump to circulate the coolant, a thermostat to control the temperature of the coolant, a radiator to cool the coolant, a radiator cap to control the pressure in the system, and some plumbing consisting of interconnecting hoses to transfer the coolant from the engine to radiator andalso to the car4s heater system where hot coolant is used to warm up the #ehicle4s interior on a cold day.  cooling system works by sending a li(uid coolant through passages in Engine Cooling System

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Engine Cooling

the engine block and heads.

s the coolant flows

passages, it picks up heat from the engine.

through these

The heated fluid then

makes its way through a rubber hose to the radiator in the front of the car.

s it flows through the thin tubes in the radiator, the hot li(uid is

cooled by the air stream entering the engine compartment from the grill in front of the car. nce the fluid is cooled, it returns to the engine to absorb more heat. The water pump has the 'ob of keeping the fluid mo#ing through this system of plumbing and hidden passages.

Figu%e (3' 9ngine Cooling %ystem

 thermostat is placed between the engine and the radiator to make sure that the coolant stays abo#e a certain preset temperature. If the coolant temperature falls below this temperature, the thermostat blocks the coolant flow to the radiator, forcing the fluid instead through a bypass directly back to the engine. The coolant will continue to circulate like this until it reaches the design temperature, at which point, the thermostat will open a #al#e and allow the coolant back through the radiator.

Ci%1ultion

The

coolant follows a

path that takes

it from the

waterpump,

through passages inside the engine block where it collects the heat

Engine Cooling System

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Engine Cooling

produced by the cylinders. It then flows up to the cylinder head or heads in a 6 type engine- where it collects more heat from the combustion chambers. It then flows out past the thermostat if the thermostat is opened to allow the fluid to pass-, through the upper radiator hose and into radiator.

the

The coolant flows through the thin flattened tubes that make

up the core of the radiator and is cooled by the air flow through the radiator.

*rom there, it flows out of the radiator, through the lower

radiator hose and back to the water pump. 7y this time, the coolant is cooled off and ready to collect more heat from the engine. The capacity of the system is engineered for the type and si$e of the engine and the work load that it is e)pected to undergo. b#iously, the cooling system for a larger, more powerful

6:

engine

in

a

hea#y

#ehicle

will

need

considerably more capacity then a compact car with a small  cylinder engine. n a large #ehicle, the radiator is larger with many more tubes for the coolant to flow through. The radiator is also wider and taller to capture more air flow entering the #ehicle from the grill in front.

Anti:%eeze

The coolant that courses through the engine and associated plumbing must be able to withstand temperatures well below $ero without free$ing. It must also be able to handle engine temperatures in e)cess of 2!0 degrees without boiling.  tall order for any fluid, but that is not all. The fluid must also contain rust inhibiters and a lubricant.


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Engine Cooling

Figu%e (3( ntifree$e

The coolant in today4s #ehicles is a mi)ture of ethylene glycol antifree$eand water. The recommended ratio is fiftyfifty. In other words, one part antifree$e and one part water. This is the minimum recommended for use in automobile engines. 5ess antifree$e and the boiling point would be too low. In certain climates where the temperatures can go well below $ero, it is permissible to ha#e as much as ;!< antifree$e and 2!< water, but no more than that. =ure antifree$e will not work properly and can cause a boil o#er. ntifree$e is poisonous and should be kept away from people and animals, especially dogs and cats, who are attracted by the sweet taste. 9thylene >lycol, if ingested, will form calcium o)alate crystals in the kidneys which can cause acute renal failure and death. (30 Component of Cooling %ystems

The Components of a Cooling %ystem / a.

The.?adiator The radiator core is usually made of flattened aluminum tubes with aluminum strips that $ig$ag between the tubes. These fins transfer the heat in the tubes into the air stream to be carried away from the #ehicle. n each end of the radiator core is a tank, usually made of plastic that co#ers the ends of the radiator, n most modern radiators, the tubes run hori$ontally with the plastic tank

on either side. n other cars, the tubes run #ertically with the tank on the top and bottom. n older #ehicles, the core was made of copper and the tanks were brass. The new aluminumplastic system is much more efficient, not to Engine Cooling System

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Engine Cooling

mention cheaper to produce. n radiators with plastic end caps, there are gaskets between the aluminum core and the plastic tanks to seal the system and keep the fluid from leaking out. n older copper and brass radiators, the tanks were bra$ed a form of welding- in order to seal the radiator.

Figu%e (30 ?adiator

The tanks, whether plastic or brass, each ha#e a large hose connection, one mounted towards the top of the radiator to let the coolant in, the other mounted at the bottom of the radiator on the other tank to let the coolant back out. n the top of the radiator is an additional opening that is capped off by the radiator cap. 8ore on this later. nother component in the radiator for #ehicles with an automatic transmission is a separate tank mounted inside one of the tanks. *ittings connect this inner tank through steel tubes to the automatic transmission. Transmission fluid is piped through this tank inside a tank to be cooled by the coolant flowing past it before returning the the transmission. b.

?adiator .*ans 8ounted on the back of the radiator on the side closest to the engine is one or two electric fans inside a housing that is designed to protect fingers and to direct the air flow. These fans are there to keep the air flow going through the radiator while the #ehicle is going slow or is stopped with the


8


Engine Cooling

engine running. If these fans stopped working, e#ery time you came to a stop, the engine temperature would begin rising.

Figu%e (3. ?adiator *ans

n older systems, the fan was connected to the front of the water pump and would spin whene#er the engine was running because it was dri#en by a fan belt instead of an electric motor. In these cases, if a dri#er would notice the engine begin to run hot in stop and go dri#ing, the dri#er might put the car in neutral and re# the engine to turn the fan faster which helped cool the engine. ?acing the engine on a car with a malfunctioning electric fan would only make things worse because you are producing more heat in the radiator with no fan to cool it off. The electric fans are controlled by the #ehicle4s computer.  temperature sensor monitors engine temperature and sends this information to the computer. The computer determines if the fan should be turned on and actuates the fan relay if additional air flow through the radiator is necessary. If the car has air conditioning, there is an additional radiator mounted in front of the normal radiator. This @radiator@ is called the air conditioner condenser, which also needs to be cooled by the air flow entering the engine compartment. Aou can find out more about the air conditioning condenser by going to our article onutomoti#e ir Conditioning. s long as the air conditioning is turned on, the system will keep the fan running, e#en if the engine is not running hot. This is because if there is no air flow through the air Engine Cooling System




Engine Cooling

conditioning condenser, the air conditioner will not be able to cool the air entering the interior. c. =ressure.cap.and.reser#e.tank s coolant gets hot, it e)pands. %ince the cooling system is sealed, this e)pansion causes an increase in pressure in the cooling system, which is normal and part of the design.

When coolant is under pressure, the

temperature where the li(uid begins to boil is considerably higher. This pressure, coupled with the higher boiling point of ethylene glycol, allows the coolant to safely reach temperatures in e)cess of 2!0 degrees.

Figu%e (39 =ressure cap

The radiator pressure cap is a simple de#ice that will maintain pressure in the cooling system up to a certain point. If the pressure builds up higher than the set pressure point, there is a spring loaded #al#e, calibrated to the correct =ounds per %(uare Inch psi-, to release the pressure.

Figu%e (3? ?eser#e Tank

When the cooling system pressure reaches the point where the cap needs to release this e)cess pressure, a small amount of coolant is bled off. It could Engine Cooling System

1!


Engine Cooling

happen during stop and go traffic on an e)tremely hot day, or if the cooling system is malfunctioning. If it does release pressure under these conditions, there is a system in place to capture the released coolant and store it in a plastic tank that is usually not pressuri$ed. %ince there is now less coolant in the system, as the engine cools down a partial #acuum is formed. The radiator cap on these closed systems has a secondary #al#e to allow the #acuum in the cooling system to draw the coolant back into the radiator from the reser#e tank like pulling the plunger back on a hypodermic needle- There are usually markings on the side of the plastic tank marked *ullCold, and *ull +ot. When the engine is at normal operating temperature, the coolant in the translucent reser#e tank should be up to the *ull+ot line. fter the engine has been sitting for se#eral hours and is cold to the touch, the coolant should be at the *ullCold line. d. Water .=ump  water pump is a simple de#ice that will keep the coolant mo#ing as long as the engine is running. It is usually mounted on the front of the engine and turns whene#er the engine is running. The water pump is dri#en by the engine through one of the following/

Figu%e (3@ Water =ump


11

Fluid Thermal Equipment System •

Engine Cooling

 fan belt that will also be responsible for dri#ing an additional component like an alternator or power steering pump

•

 serpentine belt, which also dri#es the alternator, power steering pump and C compressor among other things.

•

The timing belt that is also responsible for dri#ing one or more camshafts. The water pump is made up of a housing, usually made of cast iron or

cast aluminum and an impeller mounted on a spinning shaft with a pulley attached to the shaft on the outside of the pump body.  seal keeps fluid from leaking out of the pump housing past the spinning shaft. The impeller uses centrifugal force to draw the coolant in from the lower radiator hose and send it under pressure into the engine block. There is a gasket to seal the water pump to the engine block and pre#ent the flowing coolant from leaking out where the pump is attached to the block.. e. Thermostat The thermostat is simply a #al#e that measures the temperature of the coolant and, if it is hot enough, opens to allow the coolant to flow through the radiator. If the coolant is not hot enough, the flow to the radiator is blocked and fluid is directed to a bypass system that allows the coolant to return directly back to the engine. The bypass system allows the coolant to keep mo#ing through the engine to balance the temperature and a#oid hot spots. 7ecause flow to the radiator is blocked, the engine will reach operating temperature sooner and, on a cold day, will allow the heater to begin supplying hot air to the interior more (uickly.

Figu%e (3+ Thermostat 6al#e


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Engine Cooling

%ince the &B;0s, thermostats ha#e been calibrated to keep the temperature of the coolant abo#e &B2 to &B! degrees. =rior to that, &:0 degree thermostats were the norm. It was found that if the engine is allowed to run at these hotter temperatures, emissions are reduced, moisture condensation inside the engine is (uickly burned off e)tending engine life, and combustion is more complete which impro#es fuel economy. The heart of a thermostat is a sealed copper cup that contains wa) and a metal pellet. s the thermostat heats up, the hot wa) e)pands, pushing a piston against spring pressure to open the #al#e and allow coolant to circulate. The thermostat is usually located in the front, top part of the engine in a water outlet housing that also ser#es as the connection point for the upper radiator hose. The thermostat housing attaches to the engine, usually with two bolts and a gasket to seal it against leaks. The gasket is usually made of a hea#y paper or a rubber  ring is used. In some applications, there is no gasket or rubber seal. Instead, a thin bead of special silicone sealer is s(uee$ed from a tube to form a seal. There is a mistaken belief by some people that if they remo#e the thermostat, they will be able to sol#e hard to find o#erheating problems. This couldn4t be further from the truth. ?emo#ing the thermostat will allow uncontrolled circulation of the coolant throughout the system. It is possible for the coolant to mo#e so fast, that it will not be properly cooled as it races through the radiator, so the engine can run e#en hotter than before under certain conditions. ther times, the engine will ne#er reach its operating temperature. n computer controlled #ehicles, the computer monitors engine temperatures and regulates fuel usage based on that temperature. If the engine ne#er reaches operating temperatures, fuel economy and performance will suffer considerably.


13


Engine Cooling

CHAPTER III MET#D#L#56 03' P!otos o: Anlyze$ System

Figu%e 03' %u$uki %plash 9ngine

03( Met!o$ o: 1olle1tingmesu%ing $t n$ mesu%ement tools

&. 8easure the temperature using infrared thermometer 2. *ind Catalogue in Internet 3. sk the lecturer

Figu%e 03( Infrared Thermometer

030 Flo>1!%t

ST"#T Engine Cooling System

"

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Engine Cooling

Cal&ulated data and analy)e

Study literature

"s$ to %e&turer' Ta$e the data (rom the &ar

&al&ulation and analy)e results

*a$e a report Cole&t data and assume

E+,

" Figu%e 030 *lowchart

CHAPTER I7 FINDIN5S AND DISCUSSI#N Engine Cooling System

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Engine Cooling

.3' T!e%mo$ynmi1 Anlysis

2

Car Engine -or$s 3

Thermosta t ale

um

1 4 #adiator ./E0 Figu%e .3' %imple 9ngine Cooling %ystem

The 9ngine Cooling system is simplified for ease us to calculating the data. We make the cooling system in  state. The outlet radiator temperature we assume occur in room standard temperature  T&23 "C-. *or temperature and pressure data they gi#es below / %tate &

%tate 3 T& 23 "C

T3 B0 "C

=& 0, bar  0 Dpa

=3 0,: bar  :0 Dpa

%tate 2

%tate  T2 2 "C

T B0 "C

=2 0,E bar  E0 Dpa

= 0,B bar  B0 Dpa

.3( Designing =te%pump


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Engine Cooling

Figu%e .3( Waterpump

Figu%e .30 7lade of pump

ω = 2π n F s .rads0 u& = ω r &

V n&

=

.(ts0

u& .tan β &

Q = 2π r&bV & n& V n 2

.(ts0

.galmin0

Q =

2π r2b2

Vt 2 = u2 − V n 2 cot β 2

Pw

= ρ Qu2V t 2

H ≈

,"T"

.(ts0 .(ts0

.(t l(s0

P w

ρ gQ +

r1


r2

1

2



/ .m0 17


1 2 3 4 5 6 7 8  1!

.rpm0 2!!! 2!!! 2!!! 2!!! 2!!! 2!!! 2!!! 2!!! 2!!! 2!!!

!'5 !'5 !'5 !'5 !'5 !'5 !'5 !'5 !'5 !'5

Engine Cooling

1'5 1'6 1'7 1'8 1' 2'! 2'1 2'2 2'3 2'4

3! 3! 3! 3! 3! 3! 3! 3! 3! 3!

1! 13 16 1 22 25 28 31 34 37

.galmin0 3 4 5 6 7 16 18 2! 23 25

6 7 8  1! 11 12 13 15 16

5%p! .3(3' ?adius 2 6s *low rate


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Engine Cooling

5%p! .3(3( >raph ?adius2 6s +ead

.30 Designing R$ito% &HE,

*or calculating +9, we need data like temperature and also the geometry of +9. *irstly, we calculate the heat flow rate based on the fluid that used. The cooling fluid is ?&3a. ssumption for this case is specific heat constant cp-. ?&3a properties from Chengel 7ook1s Table 3 T  23 "C Gensity  &20; kgFm3 Cp  &,3 kHFkg.D %o, heat flow rate we get Q = m.cp.∆ T  = 0, 030 kg F s.&, 3 kJ F kg. K 3E3 − 2BE- K


= 2,:; kW

1


Engine Cooling

We use 58TG method to get length of tube / %&'$ ∆'m =

'& − ' 2 ' ln & ' 2

=

2BE − 3E3 2BE ln 3E3

= 32:,3 K

*rom table J #erall +eat Transfer Coeffisien*orced li(uid flowing- water  *orced li(uid flowing- water / U = 900 - 2500 W/m2 K(hete!chnger wter/wter" http/FFwww.engineeringtoolbo).comFo#erall heattransfercoefficientdK3.htmlJ  &000 WFm2.D %o, rea of tube +9

# =

Q U .∆ Tm

=

2,:;.&0 3W 2

&000W F m .K -32:, 3 K -

= :,;!&.&0

−3

m2

fter we get the area of tube +9, then we can determine the length of tube with assumption G  0,00EE! m from Internet web. # = π $% % =

#

π $

=

:,;!&.&0 −3 m 2 3,& × 0,00EE! m

=

0, &m = &cm

Total 5ength  0 cm ) 33 lines  &320 cm  &3,2 m

Figu%e .3. ?adiator


2!


Engine Cooling

.3. Sele1ting R$ito% Fn Me1!ni1l Fns

Figu%e .39 8echanical *ans

8echanical fans rely on mechanical energy from the engine in order to operate properly. There are two main types of mechanical fans/ clutch fans and fle) fans. Clutch fans are controlled by a thermostat and utili$e a clutch to engage or disengage the fan at a specified engine speed or temperature. +owe#er, the fan1s clutch ne#er fully disengagesLit keeps spinning at about 30 percent of the water pump speed at all times. The clutch also limits how fast the fan can spin and only turns the fan at a fraction of the water pump speed, depending on engine speed and temperature. Sele1t  Clut1! Fn :o%2 •

%tock or mildly modified engines

•

7est o#erall cooling ability

•

pplications up to E,000 rpm

*le) fans don1t use a clutch and therefore operate at &00 percent of water pump speed, making them more efficient than clutch fans. Considered a step up from clutch fans, these fans are typically lighter than clutch fans and often feature blades that flatten out at higher rpms for greater efficiency. Engine Cooling System

21


Engine Cooling

Sele1t  FleB Fn :o%2 •

8ildly modified engines

•

>ood cooling with less drag than clutch fans- at high rpm

•

pplications up to :,000 rpm

•

5ightweight design

8echanical fans, also called beltdri#en fans, are an ideal choice for stock or mildly modified street #ehicles, but they ha#e some significant performance disad#antages. 8ainly, mechanical fans cause parasitic horsepower loss because your engine e)pends a certain amount of power spinning your fan. This translates into power loss at the rear wheels. That1s why electric fans are typically the number one choice for more highly modified #ehicles. Ele1t%i13Fns

Figu%e .3? 9lectric *ans

s the name suggests, electric fans are powered by your #ehicle1s electrical system. lthough they will place an additional draw on the electrical system, they are a more efficient alternati#e to mechanical fans and don1t cause the dreaded parasitic horsepower loss. +ere are a few other ad#antages of electric fans/


22


Engine Cooling

•

Consistent coolingLthey maintain their airflow at all times

•

?educed water pump wear

•

6ersatilityLthey can be mounted in front of or behind the radiator

•

8ultiple si$es and configurationsLthey can be found in diameters up to 20 inches and are a#ailable with single and dualfan setups

•

*itmentLsome electric fans ha#e thin profiles so they can fit where belt dri#en sometimes can1t

•

ControlLsome electric fans ha#e an ad'ustable thermostat while others allow you to operate your fan from your dri#er1s seat

Sele1t n Ele1t%i1 Fn :o%2 •

+ighhorsepower applications

•

8a)imum power and fuel economyMno parasitic power loss

•

9nhanced lowrpm cooling

•

Increased water pump life

•

dditional au)iliary cooling

%ource / http/FFwww.onallcylinders.comF20&2F0;F2Fmechanical#selectricfans whichbestyour#ehicleF*rom the ad#antages of some radiator fan, the best choice is electric radiator fan because it1s easy to control and more cooling effect from it. .39 Sele1ting T!e%mostt 7l
5arger than 98 opening allowing for up to !0< increase in coolant flow. Triple bridge opening design for increased stability and strength. 8anufactured from Engine Cooling System

23


Engine Cooling

high (uality components to meet the demanding conditions of the automoti#e cooling system. 8anufactured with 98 specifications and processes. Copper case and wa) compound assures rapid response to temperature changes in the coolant. ffset design, air relief #al#e, and 98 style seals included where applicable. 5arger than 98 opening allowing for up to !0< increase in coolant flow. •

5arger opening for increased coolant flow

•

Increased strength and durability

•

+igh grade stainless steel and copper construction

•

8eets or e)ceeds 98 standards

•

Consistent and precise response to cooling system needs

•

&00< tested and calibrated

P%o$u1t Detils

=art Number/

&!3:B

Weight/

0.&! lbs

Warranty/

& A?

>askets Included/

No

8aterial/

%tainless %teel, Copper

=ackage Contents/

Thermostat

Thermostat pening Temperature "*-/&B2


24


Engine Cooling

Figu%e .3@ Thermostat 6al#e

%ource / http/FFwww.auto$one.comFcoolingheatingandclimate controlFthermostatFduralastthermostatFE&!EBK0K0F

.3? Designing piping system

end !o

end

&. 8a'or 5osses We assume pipe between inlet and outlet in radiator is straight pipe and also the pipe to pump. a- ?adiator 5  EE cm  0,EE m G  ! cm  0,0! m mm

from table E.& in *rank 8.white book


25


Engine Cooling

 

m



, *rom table ? M &3a we get

&20E kgF

,so /

,  Transition flow -



*rom moody diagram, we get  f / • • •

?e  2:03,;3: *  0,0

%o,

 0,032 .

.

b- =ump 5  30 cm  0,3 m G  2 cm  0,02 m

•

•


26


 Turbulent flow -

•



Engine Cooling

*rom moody diagram, we get  f / • • •

?e  *  0,03!

%o,

 0,03! .

.

Total +ead 5osses 

 ,2;2 )

O &,E;: )

 2,&0!2 )

m

8inor 5osses 7end B0o with rFd  ! , D  0,22 uantity   %o, D   ) 0,22  0,:: 7end !o with rFd  !, D  0,&; uantity  & %o, D  & ) 0,&;  0,&; PD  0,:: O 0,&;  &,0!


27


hm = ΣK

V2 2 g

= &, 0! ×

Engine Cooling

0, 0&2E m F s- 2 2.B,:&m F s

2

= :, BE.&0

−E

Total losses in rubber pipe h% = h

+ hm =

2,&B.&0− m

c- Inside ?adiator straight pipe  &E elbow

 2:

5  &,! m G  &,! inch  3 cm  0,03 m D  !0 ft  !0  0,022 -  &,&

m

, *rom table ? M &3a we get

•

8inor 5osses

•

8a'or 5osses


&20E kgF

,so /

28


Engine Cooling

 from cast, new -

•

*rom moody diagram, we get  f /  

?e 



*  0,03!

%o,

 0,0:.

.

.3@ Dis1ussion

In this report will be e)plain about engine cooling system. The system that we analy$e is %u$uki %plash car. Cooling in engine is used for cooling down the temperature caused by internal combustion. The condition that we want car work in best performance. There are some components of engine cooling


2


Engine Cooling

system which analy$e such as designing waterpump, radiator, and piping system. When we design waterpump, parameters that important for designing waterpump are Qbeta-, r radius-, and n rotational speed-. With those parameters, we get +ead of pump. It is mean, power of pump for flowing the fluids in cooling system. *rom the calculation, we know the effect of radius and beta angle causing high head +- of pump. *or designing radiator we need parameters such as temperature inlet and temperature outlet, mass flow rate, and coefficient of heat cp-. *rom the parameters, we get heat flow rate -. 58TG method is applied to determine the length of tube heat e)changer radiator-. *rom the calculation, we get the length of tube is &3,2 m. *or piping system, we determine the head losses. There are two type of head losses, ma'or losses hf- and minor losses hm-. 8a'or losses occurs along the straight pipeline and minor losses occurs in fitting and #al#e. The total head losses come from sum bertween ma'or losses and minor losses. Total head losses that we get is h% = h

+ hm =

2,&B.&0− m. +igh head losses

is caused by rough surface in our pipe. The material that we use is rubber. ?ubber has rough surface and it1s cause big head losses. nother components like radiator fan and thermostat #al#e, we 'ust selecting from catalogue from internet.

CHAPTER 7 C#NCLUSI#N 93' Con1lusion &. Waterpump The head pump that we use from n  2000 rpm, r&  0,! mm, r2  &,! mm,

Q& 30, Q2 &0 and   3 galFmin. %o the head pump is E m. Engine Cooling System

3!

Report Car Cooling System

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