Thapar Institute of Engineering & Technology, Patiala

Automobile Lab
Experiment Research and Case Study Report

Group: ME6 + ME5 S. Checklist: (Tick the component you have

No covered in report)
Date: 5th August, 2020 1 Title Y
2 Introduction Y
3 Figures/Diagrams Y
S.No. Roll No Name 4 Graphs/Equation/Calculation N
101708076 Himanshu Garg (ME5) 5 Materials/Equipment Y
1 6 Testing Information Y
2 101708092 Kartik Saxena (ME6) One case study of any fault Y
7
diagnoses
3 101708104 Madhav Ahuja (ME6) 8 Result/Discussion/Conclusion Y
101708122 Mudit Jain (ME6) 9 References N
4
10 Any other Y

Title: Engine Cooling Systems (Liquid)

Component I: Introduction

Necessity of cooling system: Radiators are heat exchangers used for cooling internal
combustion engines, mainly in automobiles but also in piston-engine aircraft, railway
locomotives, motorcycles, stationary generating plant or any
similar use of such an engine.
Internal combustion engines are often cooled by circulating a
liquid called engine coolant through the engine block, where
it is heated, then through a radiator where it loses heat to the
atmosphere, and then returned to the engine. Engine coolant
is usually water-based, but may also be oil. It is common to
employ a water pump to force the engine coolant to circulate,
and also for an axial fan to force air through the radiator.

Requirements of efficient cooling system: Heat engines generate mechanical power

by extracting energy from heat flows, much as a water wheel extracts mechanical power from
a flow of mass falling through a distance. Engines are inefficient, so more heat energy enters
the engine than comes out as mechanical power; the difference is waste heat which must be
removed. Internal combustion engines remove waste heat through cool intake air, hot exhaust
gases, and explicit engine cooling.
• Engines with higher efficiency have more energy leave as mechanical motion and less as
waste heat. Some waste heat is essential: it guides heat through the engine, much as a water
wheel works only if there is some exit velocity (energy) in the waste water to carry it away
and make room for more water. Thus, all heat engines need cooling to operate.
• Cooling is also needed because high temperatures damage engine materials and lubricants
and becomes even more important in hot climates. Internal-combustion engines burn fuel
hotter than the melting temperature of engine materials, and hot enough to set fire to
lubricants. Engine cooling removes energy fast enough to keep temperatures low so the
engine can survive.
• It must be capable of removing only about 30% of the heat generated in the combustion
chamber. Too much removal of heat lowers the thermal efficiency of the engine.
• It should remove heat at a fast rate when the engine is hot. During the starting of the engine,
the cooling should be very slow so that the different working parts reach their operating
temperatures in a short time.

Types of cooling system: There are two types of cooling systems:

(i) Air cooling system and
(ii) Water-cooling system.

Water cooling system: Construction

It serves two purposes in the working of an engine:

• It takes away the excessive heat generated in the engine and saves it from over heating.
• It keeps the engine at working temperature for efficient and economical working.

This cooling system has four types of systems:

(i) Direct or non-return system,
(ii) Thermo-Syphoned system,
(iii) Hopper system and
(iv) Pump/forced circulation system.
Though the present tractor has a forced circulation system, it is still worthwhile to get
acquainted with the other three systems.

Non-Return Water Cooling System

This is suitable for large installations and where plenty of water is available. The water from a
storage tank is directly supplied to the engine cylinder. The hot water is not cooled for reuse
but simply discharges. The low H.P. engine, coupled with the irrigation pump is an example.

Thermo-Syphoned Water-Cooling System

This system works on the principle that hot water being lighter rises up and the cold water
being heavier goes down. In this system the radiator is placed at a higher level than the engine
for the easy flow of water towards the engine. Heat is conducted to the water jackets from
where it is taken away due to convection by the circulating water. As the water jacket becomes
hot, it rises to the top of the radiator. Cold water from the radiator takes the place of the rising
hot water and in this way a circulation of water is set up the system. This helps in keeping the
engine at working temperature.

Disadvantages of Thermo-Syphoned System

• Rate of circulation is too slow.
• Circulation commences only when there is a marked difference in temperature.
• Circulation stops as the level of water falls below the top of the delivery pipe of the radiator.

Hopper Water Cooling System

This also works on the same principle as the thermo-syphoned system. In this there is a hopper
on a jacket containing water, which surrounds the engine cylinder. In this system, as soon as
water starts boiling, it is replaced by cold water. An engine fitted with this system cannot run
for several hours without it being refilled with water.

Force Circulation Water Cooling System

This system is similar in construction to the thermo-syphoned system except that it makes use
of a centrifugal pump to circulate the water throughout the water jackets and radiator
The water flows from the lower portion of the radiator to the water jacket of the engine through
the centrifugal pump. After the circulation water comes back to the radiator, it loses its heat by
the process of radiation. This system is employed in cars, trucks, tractors, etc.
Parts of Liquid Cooling System:
The main parts in the water-cooling system are: (i) water pump, (ii) fan, (iii) radiator and
pressure cap, (iv) fan belt (v) water jacket, (vi) thermostat valve, (vii) temperature gauge and
(viii) hose pipes.
Water Pump
This is a centrifugal type pump. It is centrally mounted at the front of the cylinder block and is
usually driven by means of a belt. This type of pump consists of the following parts: (i) body
or casing, (ii) impeller (rotor), (iii) shaft, (iv) bearings, or bush, (v) water pump seal and (vi)
pulley. The bottom of the radiator is connected to the suction side of the pump. The power is
transmitted to the pump spindle from a pulley mounted at the end of the crankshaft. Seals of
various designs are incorporated in the pump to prevent loss of coolant from the system.
Fan
The fan is generally mounted on the water pump pulley, although on some engines it is attached
directly to the crankshaft. It serves two purposes in the cooling system of a engine.
(a) It draws atmospheric air through the radiator and thus increases the efficiency of the radiator
in cooling hot water.
(b) It throws fresh air over the outer surface of the engine, which takes away the heat conducted
by the engine parts and thus increases the efficiency of the entire cooling system.
Radiator
The purpose of the radiator is to cool down the water received from the engine. The radiator
consists of three main parts: (i) upper tank, (ii) lower tank and (iii) tubes.
Hot water from the upper tank, which comes from the engine, flows downwards through the
tubes. The heat contained in the hot water is conducted to the copper fins provided around the
tubes. An overflow pipe, connected to the upper1 tank, permits excess water or steam to escape.
There are three types of radiators: (i) gilled tube radiator, (ii) tubular radiator (Fig. b)
and (iii) honey comb or cellular radiator (Fig. c)
Gilled tube radiator:
This is perhaps the oldest type of radiator, although it is still in use. In this, water flows inside
the tubes. Each tube has a large number of annular rings or fins pressed firmly over its outside
surface.
Tubular radiator: The only difference between a gilled tubes radiator and a tubular one is that
in this case there are no separate fins for individual tubes. The radiator vertical tubes pass
through thin fine copper sheets which run horizontally.
Honey comb or cellular radiator: The cellular radiator consists of a large number of individual
air cells which are surrounded by water. In this, the clogging of any passage affects only a
small part of the cooling surface. However, in the tubular radiator, if one tube becomes clogged,
the cooling effect of the entire tube is lost.
Thermostat Valve
It is a kind of check valve which opens and closes with the effect of temperature. It is fitted in
the water outlet of the engine. During the warm-up period, the thermostat is closed and the
water pump circulates the water only throughout the cylinder block and cylinder head. When
the normal operating temperature is reached, the thermostat valve opens and allows hot water
to flow towards the radiator. Standard thermostats are designed to start opening at 70 to 75°C
and they fully open at 82°C. High temperature thermostats, with permanent anti-freeze
solutions (Pristine, Zerex, etc.), start opening at 80 to 90°C and fully open at 92°C.

Working:
In the case of the ordinary water-cooling system where the cooling water is subjected to
atmospheric pressure, the water boils at 212°F. But when water is boiled in a closed radiator
under high pressure, the boiling temperature of water increases. The higher water temperature
gives more efficient engine performance and affords additional protection under high altitude
and tropical conditions for long hard driving periods. Therefore, a pressure-type radiator cap is
used with the forced circulation cooling system. The cap is fitted on the radiator neck with an
air tight seal. The pressure-release valve is set to open at a pressure between 4 and 13 psi. With
this increase in pressure, the boiling temperature of water increases to 243°F (at 4 psi boiling
tap 225°F and 13 psi boiling temperature 243°F). Any increase in pressure is released by the
pressure release valve to the atmosphere. On cooling, the vapors will condense and a partial
vacuum will be created which will result in the collapse of the hoses and tubes. To overcome
this problem the pressure release valve is associated with a vacuum valve which opens the
radiator to the atmosphere.
Different Types of Engine Coolant:
• IAT: Inorganic Additive Technology.
For decades, this distinctive green-colored coolant protected cooling systems, but it is
rarely used as factory fill in modern cars. One reason is the fast depletion rate of its
additives, which means it has to be changed more frequently, usually every two years or
24,000 miles.
• OAT – Organic Acid Technology.
Commonly required for vehicles manufactured by General Motors, and some other
automakers, OAT coolants are not compatible with other types. Usually orange, yellow,
red or purple, OAT coolants are typically changed every five years or 50,000 miles.
• HOAT – Hybrid Organic Acid Technology.
Providing the benefits of both IAT and OAT coolants, HOAT coolants are primarily orange
and yellow and are common in Chrysler and Ford vehicles. OAT coolants are typically
changed every five years or 50,000 miles, although some automakers specify intervals as
long as 10 years or 150,000 miles.
• Hybrid and Electric Vehicle Cooling Systems.
Most hybrid and electric vehicles have a separate cooling system for the battery pack. Only
coolants that meet the automakers’ specifications should be used in these systems.

Anti-freeze solutions:
In order to prevent the water in the cooling system from freezing, some chemical solutions
which are known as anti-freeze solutions are mixed with water. In cold areas, if the engine is
kept without this solution for some time, the water may freeze and expand leading to fractures
in the cylinder block, cylinder head, pipes and/or radiators. The boiling point of the anti-freeze
solution should be as high as that of water. An ideal mixture should easily dissolve in water,
be reasonably cheap and should not deposit any foreign matter in the jacket pipes and radiator.
No single anti-freeze solution satisfies all these requirements. The materials commonly used
are wood alcohol, denatured alcohol, glycerin, ethylene, glycol, propylene glycol, mixtures of
alcohol and glycerin and various mixtures of other chemicals.

Composition of a Coolant:
Coolant is primarily a mixture of de-ionized water, glycol (mainly ethylene glycol or propylene
glycol) and chemical additives. It is incumbent to select a coolant according to your
requirement. The choice depends on the kind of environment and temperatures the engine is
frequently exposed to. In a hot climate, an ideal coolant protects itself from boiling off into air
due to overheat and in a cold climate, it does not freeze. At least 40% of the engine problems
are due to lack of sufficient cooling
Types of coolants:
• Traditional Coolant
• OAT Coolant
• Hybrid Coolant

Servicing and cleaning of cooling system:

For smooth and trouble-free service, the cooling system should be cleaned at periodic intervals
to prevent the accumulation of excessive rust and scale. The commercial cleaning compounds
available must be carefully used in accordance with the manufacturers' instructions.
A general cleaning procedure is outlined below. If a considerable amount of scale and rust has
accumulated, it may not be possible that cleaning alone will remove it. In that case, the radiator
and engine water jackets must be flushed out with special air pressure guns.

It involves the following steps.

1. Drain the system by opening the drain cocks. Prepare a solution of washing soda and water,
with a ratio of 1 kg soda to 10 liters of water. Fill up this solution in the radiator and engine
block and run the engine on idle load for 8 to 10 hours. Drain this solution and flush the system
with clean water.
2. In case the scale formulation is bard and cannot be completely removed with washing soda,
another cleaning agent can be prepared with 40 parts of water, 5 parts of commercial
hydrochloric acid and 1 part of formaldehyde. This solution is allowed to remain in the system
for 2 to 3 hours at normal load. Afterwards this could be drained and the system flushed with
clean water.
3. Pressure flushing: In this the air pressure is used to both agitate and circulate the water
through the cooling system.
(a) Straight flushing: Connect the lead-away hose to the water outlet connection on the engine.
Insert the flushing gun in the hose attached to the water pump inlet connection. Turn on the
water until the water passages are filled and the release the air in short blasts, allowing the
water to fill the engine after such blasts.
(b) Reverse flushing: Before making connections for reverse flushing the thermostat should be
removed from the cooling system. The procedure for this is outlined below:
(i) Radiator: Disconnect the top hose of the radiator from the engine and attach a lead-away
hose to the radiator. Disconnect the bottom of the radiator from water pump and attach the
flushing gun. Connect water and air hoses to the gun. Turn on the water and fill the radiator to
the top. Release the air in short blasts and allows the water to fill the radiator between each
blast. Continue the operation until the water from the lead-away hose is clear,
(ii) Engine: Connect the lead-away hose to the inlet of the water pump and the flushing gun to
the water outlet of the pump on the cylinder head. Follow the same procedure.

Component II: Bellows Thermostat

Design:
Working:
• The motor in a bellows thermostat is a sealed beryllium copper or bronze bellows which
has a liquid charge of alcohol or volatile oil. The set point temperature is determined by the
boiling point of the charge. Since the back side of the bellows is permanently fixed to the
frame, the pin and sleeve (bypass versions) ride on the face of the bellows.
• When the fluid vaporizes, the bellows expands, pushing the pin forward, opening the
radiator passage and closing the bypass. There is a physical stop which also serves as a
guide for the pin. There is no need for a return spring in a bellows thermostat: when the
working fluid cools and condenses, a partial vacuum forms and draws the bellows tightly
closed. When hot, the bellows itself acts a spring which helps open the thermostat, and this
spring effect plays a critical role in regulating the response of the thermostat. It will also
cause the thermostat to "fail open" in the even there's a leak.
• A jiggle pin or bleed hole allows air to bleed off when the thermostat housing is initially
filled with coolant. This pin should be oriented to the 12 o'clock position when installing.
Once the system is filled and in operation, water flow will force the jiggle pin to seal, and
it will have no further purpose.
• Some fine points about the bellows thermostat. First, it's a forward poppet thermostat:
When the poppet opens, it's moving in the same direction as the water flow. This creates a
problem, because dynamic pressure tends to force the thermostat open. This is a significant
limitation of bellows thermostats, and affects the design of the entire cooling system. Most
importantly, it limits the head and flow rate that can be designed into the water pump. A
bellows thermostats is best positioned at right angles to the primary direction of flow to
reduce the tendency to lift.
• Because the working fluid will have a specific boiling point, these thermostats have low
hysteresis, meaning they react VERY quickly to changing temperature. For this reason,
they can only be used in applications where the thermostat is placed at the engine's water
exit, where the temperature is most stable and almost always above the boiling point of the
working fluid. They tend to snap open/closed in response to transients.
• The most critical point is that the charge will be in a vapor state when the thermostat is
open. Once the charge is vaporized, the bellows is very compressible and it will act like an
aneroid barometer. Which is to say that it's very sensitive to pressure. So it should come
as no surprise that they were not really intended for modern pressurized cooling systems.
Care must be taken that system pressures are kept low, otherwise the thermostat can be
literally squeezed out of calibration.

Comparison:
• Bellows type:

It consists of a closed bellow, which

is filled with a volatile liquid (like
alcohol, ether or acetone). As the
bellows get hot, the liquid vaporizes
and the bellows expand. This sets in
operation a linkage opening the
valve. When the bellows are cold,
they contract and close the valve this
stopping the circulation of coolant
through the radiator.

• Wax type:

The operation of wax pellet type

thermostat depends on the fact that a
considerable change in volume takes
place in certain type of wax at around
melting point. A cylinder or capsule
is filled with wax and thrust pin is
inserted in it. A flexible rubber
sleeve, which surrounds the pin is sealed at the top to prevent escape of the wax. As the
wax melts and expands, the thrust pin is forced out of the capsule so opening the valve.