15 Engine Cooling 15.1. Necessity of engine cooling. 15.2. Areas of heat flow in engines. 15.3. Gas temperature variation. 15.4. Heat transfer, temperature distribution and temperature profiles—Heat transfer— ‘Temperature distribution—Temperature profiles. 15.5. Effects of operating variables on engine heat transfer. 15.6. Cooling air and water requirements. 16.7. Cooling systems—Air cooling system— ‘Water-liquid cooling system. 15.8. Components of water cooling system—Highlights~Objective ‘Type Questions—Theoretical Questions. ~/A6.1. NECESSITY OF ENGINE COOLING In an L.C, engine, the temperature of the gases inside the engine cylinder may vary from 35°C or less to as high as 2750°C during the cycle. If an engine is allowed to run without external cooling, the cylinder walls, cylinder and pistons will tend to assume the average temperature of the gases to which they are exposed, which may be of the order of 1000 to 1500°C. Obviously at such high temperature ; the metals will loose their characteristics and piston will expand considerably and sieze the liner. Of course theoretically thermal efficiency of the engine will improve without cooling but actually the engine will sieze to run. If the cylinder wall temperature is allowed to rise above a certain limit, about 65°C, the lubricating oil will begin to evaporate rapidly and both cylin- der and piston may be damaged. Also high temperature may cause excessive stress in some parts rendering them useless for further operation. In view of this, part of the heat generated inside the engine cylinder is allowed to be carried away by the cooling system. Thus cooling system is provided on an engine for the following reason: 1. The even expansion of piston in the cylinder may result in seizure of the piston. 2. High temperatures reduce strength of piston and cylinder liner. 3, Overheated cylinder may lead to preignition of the charge, in case of spark ignition engines. 4, Physical and chemical changes may occur in lubricating oil which may cause sticking of piston rings and excessive wear of cylinder. 5. If the cylinder head temperature is high the volumetric efficiency and hence the power output of the engine is reduced. ‘Thus engine cooling is required to keep the temperature of the engine low in order to avoid : (@ Loss of volumetric efficiency and hence power ; (i) Engine seizure ; (ii) Danger of engine failure. © Almost 25 to 35 percent of total heat si mediur.. © Heat carried away by lubricating oil and cent of the total heat supplied, It must be noted that zat carried away by the coolant é no useful work can be obtained from it bot ncne ce ead loss because not onl i i '@ part of the engine power is also used 10 remove this heat. Hence, it is of paramount import ne power is also us by the designer. portance that this loss is kept minimum upplied in the fuel is removed by the cooling heat lost by radiation amounts to 3 to 5 per 482 Scanned with CamScanner483 ENGINE COOLING Table 15.1 gives the heat balance of prime movers. Table 15.1. Heat Balance of Prime Movers ‘% of Fuel energy [[Link]] Prime mover Topower | Tocoolant | Toexhaust | Toradiation | Total 4-stroke 8.1. engine 26 30 2 2 100 2. | Diesel engines : (i) 2-stroke 30 a a7 2B 100 (i) 4-stroke (a) Naturally 31 26 30 13 100 aspirated (6) Turbo-charged 35 22 29 4 100 3. | Gas turbine: @ Simple cycle 15 - 70 15 100 i) Regenerative 15 - 65 20 100 cycle Zatemerits of overcooling. Overcooling of the engine is harmful because of the following reasons : 4: 2. 3. 5. In At very low temperature, starting of engine becomes difficult. Due to overcooling, engine life is reduced due to corrosion. If the engine is overcooled some of the heat which could be used to expand the gases will be lost. The fuel will not vaporise properly and some of the gases produced by combustion will condense on the cylinder walls. This leads to dilution of the oil in the pump and the addition of harmful corrosive acids. Removal of the oil film from the cylinder wall by unvaporised fuel leads to increased cylinder bore wear. Tnadeque lubrication of the engine, due to oil not being warm enough to flow freely, results in greater frictional losses. general, due to overcooling the economy and life of the engine is reduced. Demerits of undercooling : ‘The following are the demerits of undercooling + 1. Undercooling can cause engine seizure, or at least-shorten valve life and possible dis- tortion of the cylinder block head or gasket. ‘A hot-spot inside the combustion chamber may be sufficient to cause pre-ignition, i.e. to ignite the fuel before the spark plug does, thus causing loss of power and possible damage to the engine components. Water in cooling system may boil and evaporate, and should the oil film burn away additional friction and wear will occur between cylinder and piston. Scanned with CamScanner(@. Spouse SYSTEMS ‘There are mainly following two methods/systems of cooling IC. engines : 1. Air cooling 2. Water/liquid cooling. (15.7.1. Air-Cooling System In this system, heat is carried away by the air flowing over and around the cylinder. p Here fins are cast on the cylinder head and cylinder barrel which provide additional conductive and radiating surface (See Fig. 15.12). The fins are arranged at right angles to cylinder axis. The number and dimensions should be adequate to take care of the surplus heat dissipation, From all points of view, the truncated conical fin with rounded edges, as shown in Fig. 15.13, accomplish the purpose, Scanned with CamScanner494 INTERNAL COMBUSTION ENGINES Fig. 15.12. Air cooling. Fig. 15.13. Truneated conical fin. A fairly good relationship for fin proportions is as follow: L=035 D;p=0.10 D;r=0.018D; to 2.5 mm. where L,D,p,rand are fin length, cylinder diameter, fin pitch, rounded edge radius and width at the fin tip respectively. Hollow Inlet exhaust valve valve Valve seat ting Sparking Copper plug ring ring ection thru. Section thru Aluminium eae inlet valve exhaust alloy head thread 146_ Valve Shrunk steel ring Steel barrel Fig. 15.14. Air-cooled cylinder (The Bristol “Mercury” S.L engine), I. engine), Scanned with CamScannerENGINE COOLING 495 © Fig. 15.14 shows a typical well designed air-cooled cylinder (the Bristol “Mercury” S.I. engine). — it is worth noting that the fin surface area which is function of fin height and spacing decreases down the cylinder compared to the fin surface area in the cylin- comprising the exhaust valve space and spaces between the valves, — The effective valve cooling requires methods of conducting the heat from the valve head to the cylinder, imposed guides and metal ; also to the lower part of the valve stem operating under cooler air conditions. In order to enhance the conductivity of the exhaust valve, the practice of making the valve stem and even the heads hollow is becoming popular in large engines. The hollow stem is filled with sodium, which melts at 97°C and boils at 880°C. Thus at valve operating temperatures, the valve is filled with conducting material. Applications. Air cooling system is used in the following engines 1. “Small engines” and engines whose application gives extreme importance to weight such as “aircraft engines”. : 2. “Industrial and agricultural engines” where there can be a strong objection to use of water as coolant. Advantages : 1. The design of the engine becomes simpler as no water jackets are required. The cylinder can be of identical dimensions and individually detachable and therefore cheaper to renew in case of accident etc. 2. Absence of cooling pipes, radiator etc. makes the cooling system simpler. 3. No danger of coolant leakage ete. 4. The engine is not subjected to freezing troubles etc. usually encountered in case of water- cooled engine. 5. The weight per B.P. of the air-cooled engine is less than that of water-cooled engine. 6. In this case engine is rather a self contained unit as it requires no external components eg. radiator, headers, tank ete. 7. Installation of air-cooled engines is easier. 8. The control of cooling system is much easier than in water-cooled system. 9. An air-cooled engine can take up some degree of damage. A broken fin does not affect much while a hole in the radiator may stop a water-cooled engine. 10. High mean cylinder temperatures mean reduced carbon deposits on combustion cham- ber wall. This gives sustained engine performance. 11. The warm-up performance of air-cooled engine is better, this results in low wear of cylinders. Disadvantages : 1. Their movement is noisy. 2. Non-uniform cooling. 3, The output of air-cooled engine is less than that of a liquid-cooled engine. 4, Maintenance is not easy. 5. Smaller useful compression ratio. 6. The volumetric efficiency of an air-cooled engine is lower due to high cylinder head temperatures. Scanned with CamScanner496 INTERNAL COMBUSTION ENGINES ‘6712. Water/Liquid Cooling System In this method of cooling engines, the cylinder walls and heads are provided with jackets through which the cooling liquid can circulate. The heat is transferred from cylinder walls to the liquid by convection and conduction, The liquid becomes heated in its passage through the jackets and is itself cooled by means of an air-cooled radiator system. The heat from liquid in turn is transferred to air. © The coolant to be employed in liquid-cooling system should have the following charac- teristics : (@ Low freezing temperature. (i) A high boiling point. (iii) A large latent heat of vaporisation. (iv) Non-corrosive. (v) Easily and cheaply available. Water possesses these properties, and is mostly employed in liquid-cooling system. Role of anti-freeze solution in water-cooling system. When the engine is kept in unheated areas and it is not in operation, and the temperatures are below freezing, the water in the cooling system is liable to get frozen. The solid mass of water due to expansion (10 percent increase in volume) may cause fracture of the cylinder block, water jackets and pipes. The radia- tor may also be damaged. Anti-freeze mixtures or solution are added to water in extreme winter seasons to lower its freezing temperatures below the danger point. Commonly used anti-freeze materials are : @ Denatured aleohol (ii) Glycerine (v) Sugar solution (vii) Ethylene glycol and propylene glycol. In addition, some oils are also used as anti-freeze solutions. Effect of warm-up period on S.I. engine fuel economy © When an engine is started from cold condition, it takes some time to reach its operating temperatures. Usual practice of warming up requires engine to run in idling condition for about 2 to 3 minutes. This helps in an efficient and complete evaporation of fuel when it comes out of carburettor jet, and hence increases fuel economy. Under cold conditions, a portion of fuel remains in the liquid state and get stuck to the cold wallls of inlet manifold, cylinder and piston top, which may go in exhaust without or partial combustion. Initial warm up period helps in complete evaporation of fuel, thereby improving fuel economy. (ii) Wood alcohol (iv) Kerosene (vi) Calcium or magnesium chloride But excessive warm up period is not desirable, as it decreases the efficiency. Hence in modern engines, heating of fresh charge during idling is provided. In water-cooled engines thermostat prevents water circulation during warm up period, which again reduces the warm up period. Methods used for circulating water around the engine cylinder : Various methods are used for circulating water around the cylinder and cylinder head. These are : 1. Thermo-syphon cooling 2, Foreed or pump cooling 3. Cooling with thermostatic regulator 4, Pressurised water cooling 5. Evaporative cooling. Scanned with CamScannerENGINE COOLING 497 1, Thermo-syphon cooling © The basic principle of thermo-syphon cooling can be explained with reference to Fig. 15.15(@). ttttt Heat Fig. 15.15. (a) Principle of thermo-syphon. Radiator core Cylinder water jacket Lower tank Lower hose connection Fig. 15.15. (b) Thermo-syphon cooling system. Heat is supplied to the fluid in the tank A. The hot fluid travels up, its place being taken up by comparatively cold fluid from the tank B through the pipe-2. The hot fluid flows through the pipe. Pipe-1 to the tank B where it gets cooled. Thus the fluid circulates through the system in the form of convection currents. For engine application tank A represents cylinder jackets while tank B represents a radia- tor, and water acts as a circulating fluid. In order to ensure that coolest water is always made available to cylinder jackets, the water jackets are located at a lower level than the radiator. Scanned with CamScanner498, INTERNAL COMBUSTION ENGINES © Fig. 15.15(b) shows the thermo-syphon cooling arrangement of an engine. The top of radiator is connected to the top of water jacket by a pipe, and the bottom of radiator to. the bottom of the water jacket. Water travels down the radiator across which air is passed to cool it. The air flow can take place due to vehicle motion or a fan can be provided for the purpose. © ‘The thermo-syphon cooling system cannot be used in high output engines due to its ity to meet the requirement of large flow rates of water. Limitations of thermo-syphon cooling system : (@ The cooling depends only on the temperature and is independent of the engine speed. (ii) The rate of circulation is slow and insufficient. The circulation of water starts only after the engine has become hot enough to cause thermo-syphon action. (iii) This system requires that the radiator be above the engine for gravity flow of water to engine. 2. Forced or pump cooling. Refer Fig. 15.16. In this system, a pump is used to cause positive circulation of water in the water jacket. Usually the pump is belt driven from the engine. Merit. The main advantage of forced cooling is that cooling is ensured under all conditions of operation. Fig. 15.16. Forced or pump cooling. Demerits. (i) The cooling is not temperature dependent. Under certain circumstances, the engine may get overcooled. (i) The cooling requirement, while moving uphill, is increased because more fuel is burnt, The coolant circulation, however, is reduced which may lead to overheating of the engine. (iii) The cooling ceases when the engine stops. This is undesirable since cooling must con- tinue till the temperatures are reduced to normal valtes. Scanned with CamScannerENGINE COOLING 499 Comparison of thermo-syphon and forced cooling systems : [Link]. Forced system ‘Thermo-syphon system 1. | Circulation of water by a centrifugal pump, belt | Circulation of water by natural convection. No driven from the engine. pumpis used. 2. | Cooling is independent of temperature, but de- | Cooling depends only upon the temperature, and pends upon the engine speed. is independent of engine speed. 3. | Rate ofcirculation is fast. Rate of coolingis slow and insufficient. 4. | Thecirculating water pumpneeds maintenance. | Simple, automatic, and no maintenance is required. 5. | Coolingis ensured under all conditions of opera- | The circulation of water starts only after the en- tion, gine has become hot enough to cause thermosyphon action. 6. _ | Radiator position with respect to engine not re- | The system requires that the radiator be placed stricted, can be placed anywhere. above the engine for gravity flow of water to en- gine. Itis costly. Itis cheaper. & | Itiswidely used. Itis not widely used. 3. Thermostat Cooling : Too lower cylinder barrel temperature, may result in severe corrosion damage due to condensation of acids on the barrel wall. To avoid such a situation it is customary to use a thermostat (a temperature controlling device) to stop flow of coolant below a pre- set cylinder barrel temperature. Most modern cooling system employ a thermo-static device which prevents the water in the engine jacket from circulating through the radiator for cooling until its temperature has reached to a value suitable for efficient engine operation. © Fig. 15.17 shows a systematic diagram of a thermostatically controlled cooling system. Also shown is a typical thermostat (Fig. 15.18). It consists of bellows which are made of thin copper tubes, partially filled with a volatile liquid like ether or methyl! alcohol. The volatile liquid changes into vapour at the correct working temperature, thus creating enough pressure to expand the bellows. The temperature at which the thermostat oper- ates is set by the manufacturers and cannot be altered. The movement of the bellows opens the main valve in the ratio of temperature rise, increasing or restricting the flow of water from engine to the radiator. Hence when the normal temperature of the engine has been reached the valve opens and circulation of water commences. When the unit is closed the gas condenses and so the pressure falls. The bellows-collapse and the thermostat seats on its seat and circulation around thermostat stops. When the ther- mostat valve is not open and the engine is running the water being pumped rises in pressure and causes the pressure relief valve to open, Thus the water completes its circulation through the by-pass as shown in Figs. 15.17 and 15.18. Now when the temperature of water around the engine-cylinder rises upto a certain limit, it causes the thermostat valve to open. The pressure of water being pumped falls and pressure relief valve closes. So the flow of cooling water in the normal circuit commences through the radiator. This accelerates the rise of temperature of the cylinder walls and water and more power is developed in a few moments of the starting of the engine. Scanned with CamScannerINTERNAL COMBUSTION ENGINES Radiator Upper tank — Thermostat Overflow Pipe beeede Drain taep—ol rh Lower tank Fig. 15.17. Thermostatically controlled cooling system. Pressure. Bellows Water Fig. 15.18, Typical thermostat. Scanned with CamScannerENGINE COOLING 501 Another method of warming up the radiator water upto the normal temperature is by utilising the shutter in the radiator in order to restrict the incoming air through the radiator till the engine warms up. Thereafter, the shutter is opened gradually so that the desired rate of cooling is achieved. 4, Pressurised water cooling : Purpose of pressurising a liquid-cooled system ‘The rate of heat transfer depends upon the temperature difference between two medium, the area of exposed surface and conductivity of materials. In case of radiators, in order to reduce the size of radiators, the cooling system is sealed from the atmosphere, and the system is allowed to be under certain amount of pressure. Thus the advantage is taken of the fact that temperature of the boiling water increases as the pressure on it is raised. This allows a greater heat transfer to occur in the radiator due to a larger temperature differential. In pressure cooling system moderate pressures, say upto 2 bar are commonly used. Method of pressurising © Asshown in Fig. 15.19, a cap is fitted on the radiator with two-valves, a safety valve which is loaded by a compression spring and a vacuum valve. When the coolant is cold both the valves are shut, but as the engine warms up the coolant temperature rises until it reaches a certain preset value corresponding to the desired pressure when the safety valve opens ; but if the coolant temperature falls during the engine operation the valve will close again until the temperature again rises to the equivalent pressure value. Safety, valve Vacuum valve Pressure operated servo to actuate shutters Shutters Fig. 16.19. Pressurised cooling. ne is switched off and the coolant cools down vacuum begins to form in im, but when the internal pressure falls below atmospheric the vacuum ‘by the higher outside pressure and the cooling system then attains © When the engi the cooling syste valve is opened atmospheric pressure. © A safety valve is incorporated in the filler cap so that if an attempt is made to unscrew it while the system is under pressure, the first movement of the cap at once relieves the pressure and thus prevents the emission of steam or the blowing off the cap due to higher internal pressure. Scanned with CamScanner502 INTERNAL COMBUSTION ENGINES Advantages of pressurised engine cooling over conventional thermo-syphon cool- ing system : Following are theadvantages of pressurised engine cooling over conventional thermo-syphon cooling system : © Effective and positive cooling of all parts. Local overheating is avoided. (Gi It can take overload easily because as the engine speed increases the water circulation also increases, and same effective cooling can be maintained at all the speeds. id In thermo-syphon system, the radiator should be kept well above the engine, to provide a height for natural circulation. There is no such requirement for pressurised forced pump system. (i) With pressurised system the coolant tem perature is maintained higher. This reduces corrosion. (©) Smaller coolant passages can be used. This reduces weight and bulk of the engine, (vi) No loss of water by boiling and evaporation. 5. Evaporative cooling : ¢ In this system, also called steam or vapour cooling, water is allowed to reach a temperature of 100°C. Thi high latent heat of vapourisation of water to obtain Fig. 15.20 shows such a system. The cooling circuit is such that coolant is always liquid but the steam formed is flashed off in the separate vessel. The make up water so formed is sent back for cooling. © This system is used for cooling of many types of industrial engines. the temperature of the cooling ‘is method of cooling utilises the cooling with minimum of water. Radiator Fig. 15.20. Evaporating cooling. Advantages and Disadvantages of liquid cooling : Advantages : 1. Compact design of engine with appreciably smaller frontal area is possible. 2. The fuel consumption of high compression liquid-cooled engine is rather lower than for air-cooled one. Scanned with CamScannerENGINE COOLING 503 3. More even cooling of cylinder barrels and heads due to jacketing makes it easier to reduce the cylinder head and valve seating temperature. 4, In case of water-cooled engine installation is not necessary at the front of mobile vehi- cles, aircrafts ete. as the cooling system can be conveniently located wherever required. This is not possible in case of air-cooled engines. 5, The size of the engine does not involve serious problem as far as design of cooling system is concerned. In case of air-cooled engines particularly in high horse power range diffi- culty is encountered in circulation of required quantity of air for cooling purposes. 6. Volumetric efficiency of water-cooled engines is higher than that of air-cooled engines. Disadvantages : 1. This ‘a dependent system in which supply of water for circulation in the jacket is re- quired. 2. Power absorbed by the pump for water circulation is considerably higher than that for cooling fans. 3. In the event of failure of cooling system serious damage may be caused to the engine. 4. Cost of system is considerably high. 5, System requires considerable attention for the maintenance of various parts of system. 6. The performance is weather sensitive. 7. The warm up performance is poor and has starting problems particularly in cold weather. Scanned with CamScanner15.8. COMPONENTS OF WATER COOLING SYSTEM The components of water-cooling system are enumerated briefly described below : erPANOM AR wD Ee Water jacket Water pump Fan Thermostat Connecting loses Radiators Radiator cap (pressurised). Water jacket : ‘The cooling system starts with the water passages, parts and jackets which are usu- ally cast into cylinder blocks and heads in the manufacturing process. Fig. 15.21. shows a section of a side-valve engine with arrows indicating heat from the combustion chamber being transferred (conducted) into the cooling water passages. Water is universally used as the coolant in the automobiles. Only clean soft water should be used. Hard water contains minerals which forms a scale on the inside sur- faces of the cooling system, reducing its efficiency. Incubators are available to reduce or prevent the formation of scale and rust and should always be used as the coolant. ‘Above or below a temperature of 4°C, water expands. In the liquid state this expansion ‘an be taken up by the movement of the water into a vacant space, including the addi- tional volume created by the expansion of the cylinder block, When frozen, the solid mass expands and exerts a force against the internal surfaces of the cooling system. The result could be a fractured cylinder block or damaged radiator, although the latter is less likely, due to the mass of water involved, and engine cracks will be revealed when turns back to aliquid. Antifreeze lowers the freezing point of the water and Scanned with CamScannerINTERNAL COMBUSTION ENGINES 7 Fig. 15.21, Water jacket. gives a margin of safety in cold condition. The proportion of antifreeze to water for various degree of protection is usually quoted by the manufacturers. An ethylene-glycol based antifreeze combined with chemicals to resist corrosion is quite popular. 2. Water pump : Water pumps entail the following merits and functions : @ Enables more efficient circulation and the radiator can be placed in a position which suits the body line of the vehicle, not necessarily at the fronts of the vehicle, Gi It is also not essential for the radiator header tank to be above the level of the engine cylinders, and the water passages can be reduced in size. © Water pumps are usually of the impeller or centrifugal type and are driven from the crankshaft pulley, the degree of circulation achieved being in proportion to the engine speed. — The impeller type has widely spaced vanes, so that should the impeller fail the vanes will offer little resistance to the natural thermo-syphon water flow. Centrifugal-type pumps are more powerful and provide positive water circulation, the water entering the pump at the centre of the rotor and being thrown outwards by the curved vanes, so creating a pressure difference between the enter and discharge parts of the pump. © Fig. 15.22 shows a typical pump assembly steps between the belt and pulley and bro- ken or damaged vanes can reduce the effectiveness of the pump and cause overheating of the engine. If leaks are apparent, the pump should be inspected for defective gaskets and seals, and at the same time the bearings should be checked for wear and the pump casing scraped to remove scale. Scanned with CamScanner505 ENGINE COOLING ee en Water inlet Rubber thrower Impeller Water seal —_| Shatt—_| CC SSS MMH Wt. Fig. 15.22, Water pump. Fan: ‘The fan is generally fitted behind the radiator, usually being mounted on the water pump shaft and induces a flow of air through the radiator block. This function being especially important when vehicle is moving slowly, or when it is stationary and the engine is running. The fan is generally driven by a V-belt from the engine crankshaft and has a number of blades which are made from metal, nylon or some other plastic. As the number of blades increases, the fan size can be reduced. It is important that the fan belt is correctly adjusted, if it is too tight the dynamo and water pump bearing, may be damaged and excess power absorbed ; if it is too slack the efficiency of the cooling system and the dynamo output will be affected. On no account should the engine crankshaft be rotated by the fan blades as this will cause distortion to the blades and the assembly will run out of balance. Thermostat : The thermostat low the top hose, or in a special hosing near the water pump. ‘The purpose of this device is primarily to restrict the circulation of water to cylinder head and block during the warm-up period. Then when a designed temperature is reached, the thermostat opens and the circulation of water starts in the radiator. ‘The usual bronze bellow-type unit is shown in the Fig. 15.23. Expansion and contrac- tion of vapour with the bellows gradually opens and closes the valve in proportion to the predetermined temperature range. is normally fitted either to the cylinder head water-outlet passage be- Scanned with CamScanner506 INTERNAL COMBUSTION ENGINES To radiator Water outlet pipe ‘Thermostat ‘closed Cylinder head esate pea To water pump Fig. 15.28. Thermostat. 5. Connecting hoses : © For convenience of connection and to isolate the radiator from engine movement and vibration, flexible hoses are used. © They were originally of rubber, reinforced with canvas like large diameter garden hose- Neoprene and various plastics are now more suitable and are premoulded to the shapes and curves required for the installation. @ The ends of the hose are forced over the connecting spigots on the radiator and engine hgJéin place by bore clamps or spring clips. S- ‘tors : @ The basic requirement of a radiator is to provide a sufficiently large cooling area for transmission of heat from the coolant to the air. The construction of the centre of the radiator or core varies, but in general the water passages terminate at a header tank at the bottom. In addition to an opening which enables the cooling system to be topped up the header tank allows for expansion and contraction of the coolant within the system. © The principal types of radiator core are : (@ Film type (i) Fin and tube (iii) Pack type. Fig. 15.24 shows a radiator made of thin sheet bra As the water descends through hundreds of tubes or pass: returns to the engine via the bottom tank and the lower filter neck can be clearly seen. i peeauiliarend i petites ea the radiator should be reverse flushed. This it volves removing the radiator hoses and thermostat and flushi % bt through the engine block. In other words flushing in the ee eae . ies a ae ae reverse cases a solution of 0.45 kg. of washing soda to 4.5 litres of water ‘i ba ait ‘ the cooling system, but the system must be lushed after the solution has been drained off aad this meth should not be used for aluminium blocks. Choked core leads to bad civeulation cv v orheating latter also being caused by the air passages becoming blocked with dirt and iaibeee : ss and is typical of most cooling systems. sage it is cooled by radiation to the air and left connection. An overflow pipe from the Scanned with CamScannerENGINE COOLING 507 Fig. 15.24. Radiator. 7. Radiator cap (pressurised) + © The greater the pressure acting on the sur- face of a liquid, the higher the temperature at which the liquid boils. If the cooling system is sealed off, the expanding water will increase the pressure of air in the header tank ; any stoam formed will assist in raising the pres- sure, and in consequence will require a higher temperature to cause the water to boil, which means that any arduous driving, will not result in water loss due to evaporation. Fig. 15.24 shows a radiator pressure cap. A f safoty device is incorporated in the cap t F°- acum duce the risk of accident when the cap is re- valve snoved due to hot water asteam being ejected spring Under pressure from the radiator. In addition, epikakinaitin aces a email lightly-loaded valve operating in re~ Jerse direction to the main valve prevents a vacim being created in the system as it vee Gown, so preventing collapse or damage to the radiator or the connecting hoses. Example 15.1- Compare the quantity of water required for 90 kW petrol and diesel engines “in which water is raised in temperature by '97°C in passing through the jackets. In petrol engine the percentage of energy going to coolant is 32 percent and in diesel engine 28 percent. The i 25 percent and 30 per cent respectively. efficiencies of petrol and diesel engines are Solution. Given : B.P. = 90 KW; fy = 2T°C 5 Mpetrt = 25%) Mase = 80% Pressure valve spring em Petrol engine + _ Work developed ficiency, 1= Feat supplied Scanned with CamScannerINTERNAL COMBUSTION ENGINES Work developed _ _90_ Tipetrol 0.25 Energy/heat going to cooling water = 360 x 0.82 = 115.2 kJ/s Also, 115.2 = m,, * Cp. * At, (where, m,, = mass of cooling water required ; ¢,,, = specific heat of water at constant pressure) __ tina 115. © pw X At 4.187x27 Heat supplied = / 360 kW or kJ/s 1.019 kg/s or 3668 kg/h. (Ans.) Diesel engine : Heat supplied ee 300 kW or ki/s Heat going to cooling water "= 300 x 0.28 = 84 kJ/s Also, 84 =m, x 4.87 x 27 84 —_*_. 374.9 kgfh. (Ans.) no Tag7 aT 0.748 kg/s or 26° kghh, (An: Scanned with CamScanner