Report Car Cooling System

Fluid Thermal Equipment Engine Cooling System

FLUID THERMAL EQUIPMENTS

Engine Cooling Systems in Suzuki Splash

By

Odie Sani Muharman ( 1210911018 )

Syaderli Isroq ( 1210912048 )

Fitrah Qalbina ( 1210913044 )

Lecturer : Dr.-Ing. Uyung Gatot S. Dinata

MECHANICAL ENGINEERING DEPARTMENT

ENGINEERING FACULTY

ANDALAS UNIVERSITY

PADANG, 2015

Engine Cooling System 1


CHAPTER I

INTRODUCTION

1.1 Background

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 of gases will be around 2300-2500°C. This is a very

high temperature and may result into burning of oil film between the moving

parts and may result into seizing or welding of the same.

So, this temperature must be reduced to about 150-200°C at which the engine

will work most efficiently. Too much cooling is also not desirable since it

reduces the thermal efficiency. So, the object of cooling system is to keep the

engine running at its most efficient operating temperature.

It is to be noted that the engine is quite inefficient when it is cold and hence the

cooling system is designed in such a way that it prevents cooling when the

engine is warming up and till it attains to maximum efficient operating

temperature, then it starts cooling.

In our project is to identify the performance of cooling system in Suzuki

Splash car. To get the performance we need thermodynamics analysis and fluid

mechanics analysis and also how to select the component of the system. From

these parameters we can design the component of the system.

1.2 Problems

1. How to design heat exchanger (radiator), pump, and piping system with

prefered analysis?

2. How to select radiator fan and thermostat valve with thermodynamics

parameters?

3. How to select materials for all component of cooling system?

1.3 Limitation of Problems

1. The component which we analize are pump, heat exchanger (radiator),

radiator fan, thermostat valve, and also piping system.



2. Some parameters that hard to measure, we use some assumptions to make

easier analysis.

1.4 Objectives

Some objective, we want reach are :

1. Able to apply thermodynamic analysis for cooling system.

2. Able to know how to select fluid thermal equipments and also design

for cooling system components.

1.5 Outcomes

We can design and analyze the cooling system, so that it’s useful for us to

solve in the future work.



CHAPTER II

LITERATURE REVIEW

2.1 Definition of Cooling System

A typical 4 cylinder vehicle cruising along the highway at around 50

miles per hour, will produce 4000 controlled explosions per minute

inside the engine as the spark plugs ignite the fuel in each cylinder to

propel the vehicle down the road.Obviously, these explosions 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 job of the

cooling system.The modern cooling system has not changed much from the

cooling systems in the model T back in the '20s. Oh sure, it has become

infinitely more reliable and efficient at doing it's job, but the basic cooling

system still consists of liquid 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 vehicle.Today's cooling system must maintain the engine at

a constant temperature whether the outside air temperature is 110 degrees

Fahrenheit or 10 below zero. 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.

2.2 The work of Cooling System

Actually, there are two types of cooling systems found on motor

vehicles: Liquid cooled and Air cooled. Air cooled engines are found on

a few older cars, like the original Volkswagen Beetle, the Chevrolet

Corvair and a few others. Many modern motorcycles still use air cooling,

but for the most part, automobiles and trucks use liquid 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 car's heater system where hot coolant is used to warm up the

vehicle's interior on a cold day.

A cooling system works by sending a liquid coolant through passages in

the engine block and heads. As the coolant flows through these

passages, it picks up heat from the engine. The heated fluid then

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

car. As it flows through the thin tubes in the radiator, the hot liquid is

cooled by the air stream entering the engine compartment from the grill in

front of the car. Once the fluid is cooled, it returns to the engine to absorb

more heat. The water pump has the job of keeping the fluid moving through

this system of plumbing and hidden passages.

Figure 2.1 Engine Cooling System

A thermostat is placed between the engine and the radiator to make sure

that the coolant stays above 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 valve and

allow the coolant back through the radiator.



Circulation

The coolant follows a path that takes it from the waterpump,

through passages inside the engine block where it collects the heat

produced by the cylinders. It then flows up to the cylinder head (or heads in

a V 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 the

radiator. 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. From there, it flows out of the radiator, through the lower

radiator hose and back to the water pump. By 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 size of the engine and the work

load that it is expected to undergo. Obviously, the cooling system for a

larger, more powerful V8 engine in a heavy vehicle will need

considerably more capacity then a compact car with a small 4 cylinder

engine. On a large vehicle, 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 vehicle from the grill in front.

Antifreeze

The coolant that courses through the engine and associated plumbing must be

able to withstand temperatures well below zero without freezing. It must also

be able to handle engine temperatures in excess of 250 degrees without

boiling. A tall order for any fluid, but that is not all. The fluid must also

contain rust inhibiters and a lubricant.



Figure 2.2 Antifreeze

The coolant in today's vehicles is a mixture of ethylene glycol (antifreeze)

and water. The recommended ratio is fifty-fifty. In other words, one part

antifreeze and one part water. This is the minimum recommended for use in

automobile engines. Less antifreeze and the boiling point would be too low.

In certain climates where the temperatures can go well below zero, it is

permissible to have as much as 75% antifreeze and 25% water, but no more

than that. Pure antifreeze will not work properly and can cause a boil over.

Antifreeze is poisonous and should be kept away from people and animals,

especially dogs and cats, who are attracted by the sweet taste. Ethylene

Glycol, if ingested, will form calcium oxalate crystals in the kidneys which

can cause acute renal failure and death.

2.3 Component of Cooling Systems

The Components of a Cooling System :

a. The.Radiator

The radiator core is usually made of flattened aluminum tubes with

aluminum strips that zigzag between the tubes. These fins transfer the heat

in the tubes into the air stream to be carried away from the vehicle. On

each end of the radiator core is a tank, usually made of plastic that covers

the ends of the radiator,

On most modern radiators, the tubes run horizontally with the plastic tank

on either side. On other cars, the tubes run vertically with the tank on the top

and bottom. On older vehicles, the core was made of copper and the tanks



were brass. The new aluminum-plastic system is much more efficient, not to

mention cheaper to produce. On 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. On older copper and brass radiators, the

tanks were brazed (a form of welding) in order to seal the radiator.

Figure 2.3 Radiator

The tanks, whether plastic or brass, each have 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. On the top of the radiator is an additional opening that is capped off by

the radiator cap. More on this later.

Another component in the radiator for vehicles with an automatic

transmission is a separate tank mounted inside one of the tanks. Fittings

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. Radiator.Fans

Mounted 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 vehicle is going slow or is stopped with the



engine running. If these fans stopped working, every time you came to a

stop, the engine temperature would begin rising.

Figure 2.4 Radiator Fans

On older systems, the fan was connected to the front of the water pump

and would spin whenever the engine was running because it was driven by a

fan belt instead of an electric motor. In these cases, if a driver would notice the

engine begin to run hot in stop and go driving, the driver might put the car in

neutral and rev the engine to turn the fan faster which helped cool the engine.

Racing 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 vehicle's computer. A 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. You can find out more about the air conditioning condenser by

going to our article onAutomotive Air Conditioning. As long as the air

conditioning is turned on, the system will keep the fan running, even if the

engine is not running hot. This is because if there is no air flow through the air



conditioning condenser, the air conditioner will not be able to cool the air

entering the interior.

c. Pressure.cap.and.reserve.tank

As coolant gets hot, it expands. Since the cooling system is sealed, this

expansion 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 liquid 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 excess of 250 degrees.

Figure 2.5 Pressure cap

The radiator pressure cap is a simple device 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 valve, calibrated to the correct

Pounds per Square Inch (psi), to release the pressure.

Figure 2.6 Reserve Tank

When the cooling system pressure reaches the point where the cap needs

to release this excess pressure, a small amount of coolant is bled off. It could



happen during stop and go traffic on an extremely 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 pressurized. Since there is now less coolant in the

system, as the engine cools down a partial vacuum is formed. The radiator cap

on these closed systems has a secondary valve to allow the vacuum in the

cooling system to draw the coolant back into the radiator from the reserve tank

(like pulling the plunger back on a hypodermic needle) There are usually

markings on the side of the plastic tank marked Full-Cold, and Full Hot. When

the engine is at normal operating temperature, the coolant in the translucent

reserve tank should be up to the Full-Hot line. After the engine has been sitting

for several hours and is cold to the touch, the coolant should be at the Full-Cold

line.

d. Water.Pump

A water pump is a simple device that will keep the coolant moving as long as

the engine is running. It is usually mounted on the front of the engine and

turns whenever the engine is running. The water pump is driven by the engine

through one of the following:

Figure 2.7 Water Pump



A fan belt that will also be responsible for driving an additional

component like an alternator or power steering pump

A serpentine belt, which also drives the alternator, power steering pump

and AC compressor among other things.

The timing belt that is also responsible for driving 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. A 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 prevent the flowing coolant from leaking out where the

pump is attached to the block..

e. Thermostat

The thermostat is simply a valve 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

moving through the engine to balance the temperature and avoid hot spots.

Because 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 quickly.

Figure 2.8 Thermostat Valve



Since the 1970s, thermostats have been calibrated to keep the

temperature of the coolant above 192 to 195 degrees. Prior to that, 180 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 quickly burned off extending engine life, and combustion is more

complete which improves fuel economy.

The heart of a thermostat is a sealed copper cup that contains wax and a

metal pellet. As the thermostat heats up, the hot wax expands, pushing a piston

against spring pressure to open the valve 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 serves 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

heavy paper or a rubber O ring is used. In some applications, there is no gasket

or rubber seal. Instead, a thin bead of special silicone sealer is squeezed from a

tube to form a seal.

There is a mistaken belief by some people that if they remove the

thermostat, they will be able to solve hard to find overheating problems. This

couldn't be further from the truth. Removing the thermostat will allow

uncontrolled circulation of the coolant throughout the system. It is possible for

the coolant to move so fast, that it will not be properly cooled as it races

through the radiator, so the engine can run even hotter than before under

certain conditions. Other times, the engine will never reach its operating

temperature. On computer controlled vehicles, the computer monitors engine

temperatures and regulates fuel usage based on that temperature. If the engine

never reaches operating temperatures, fuel economy and performance will

suffer considerably.



CHAPTER III

METODOLOGY

3.1 Photos of Analyzed System

Figure 3.1 Suzuki Splash Engine

3.2 Method of collecting/measuring data and measurement tools

1. Measure the temperature using infrared thermometer

2. Find Catalogue in Internet

3. Ask the lecturer

Figure 3.2 Infrared Thermometer



3.3 Flowchart

Figure 3.3 Flowchart


Study literature

Ask to Lecturer, Take the data from the car

A

Colect data and assume

Calculated data and analyze system

calculation and analyze results

Make a report

END

STARTA


CHAPTER IV

FINDINGS AND DISCUSSION

4.1 Thermodynamic Analysis

The Engine Cooling system is simplified for ease us to calculating the

data. We make the cooling system in 4 state. The outlet radiator temperature we

assume occur in room standard temperature ( T1=23 °C). For temperature and

pressure data they gives below :

State 1 State 3

T1= 23 °C T3= 90 °C

P1= 0,4 bar = 40 Kpa P3= 0,8 bar = 80 Kpa

State 2 State 4

T2= 24 °C T4= 90 °C


Car Engine Works

Radiator (HE)

PumpThermostat Valve

1

2

3

4

Figure 4.1 Simple Engine Cooling System


P2= 0,6 bar = 60 Kpa P4= 0,9 bar = 90 Kpa

4.2 Designing Waterpump

Figure 4.2 Waterpump

Figure 4.3 Blade of pump

(rad/s)

(ft/s)

(ft/s)

(gal/min)

(ft/s)



(ft/s)

(ft lbf/s)

DATA N (rpm) r1 r2 β1 β2 Q (gal/min) H (m)1 2000 0,5 1,5 30 10 3 62 2000 0,5 1,6 30 13 4 73 2000 0,5 1,7 30 16 5 84 2000 0,5 1,8 30 19 6 95 2000 0,5 1,9 30 22 7 106 2000 0,5 2,0 30 25 16 117 2000 0,5 2,1 30 28 18 128 2000 0,5 2,2 30 31 20 139 2000 0,5 2,3 30 34 23 15

10 2000 0,5 2,4 30 37 25 16

Graph 4.2.1 Radius 2 Vs Flow rate



Graph 4.2.2 Graph Radius-2 Vs Head

4.3 Designing Radiator (HE)

For calculating HE, we need data like temperature and also the geometry of HE.

Firstly, we calculate the heat flow rate based on the fluid that used. The cooling

fluid is R-134a. Assumption for this case is specific heat constant (cp).

R-134a properties from Chengel Book’s Table A-3

T = 23 °C

Density = 1207 kg/m3

Cp = 1,43 kJ/kg.K

So, heat flow rate we get



We use LMTD method to get length of tube :

From table U (Overall Heat Transfer Coeffisien)

Forced liquid (flowing) water - Forced liquid (flowing) water : U = 900 - 2500

W/m2K(heatexchanger water/water) (http://www.engineeringtoolbox.com/overall-

heat-transfer-coefficient-d_434.html)

U = 1000 W/m2.K

So, Area of tube HE

After we get the area of tube HE, then we can determine the length of tube with

assumption D = 0,00665 m from Internet web.

Total Length = 40 cm x 33 lines = 1320 cm = 13,2 m

Engine Cooling System 20Figure 4.4 Radiator


4.4 Selecting Radiator Fan

Mechanical Fans

Figure 4.5 Mechanical Fans

Mechanical fans rely on mechanical energy from the engine in order to operate

properly. There are two main types of mechanical fans: clutch fans and flex fans.

Clutch fans are controlled by a thermostat and utilize a clutch to engage or

disengage the fan at a specified engine speed or temperature. However, the fan’s

clutch never fully disengages—it 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.

Select a Clutch Fan for:

Stock or mildly modified engines

Best overall cooling ability

Applications up to 6,000 rpm

Flex fans don’t use a clutch and therefore operate at 100 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.


http://www.summitracing.com/search/part-type/fans-mechanical/blade-type/flex

http://www.summitracing.com/search/part-type/fans-mechanical/blade-type/standard

http://www.summitracing.com/search/Part-Type/Fans-Mechanical

http://www.summitracing.com/search/Part-Type/Fans-Mechanical


Select a Flex Fan for:

Mildly modified engines

Good cooling with less drag (than clutch fans) at high rpm

Applications up to 8,000 rpm

Lightweight design

Mechanical fans, also called belt-driven fans, are an ideal choice for stock or

mildly modified street vehicles, but they have some significant performance

disadvantages. Mainly, mechanical fans cause parasitic horsepower loss because

your engine expends a certain amount of power spinning your fan. This translates

into power loss at the rear wheels. That’s why electric fans are typically the

number one choice for more highly modified vehicles.

Electric.Fans

Figure 4.6 Electric Fans

As the name suggests, electric fans are powered by your vehicle’s electrical

system. Although they will place an additional draw on the electrical system, they

are a more efficient alternative to mechanical fans and don’t cause the dreaded

parasitic horsepower loss.

Here are a few other advantages of electric fans:

Consistent cooling—they maintain their airflow at all times


http://www.summitracing.com/search/Part-Type/Fans-Electric/

http://www.summitracing.com/search/part-type/fans-mechanical

http://www.onallcylinders.com/wp-content/uploads/2012/07/Single-Electric-Fan.jpg%00%E5%A1%B9%EF%92%81%E1%B4%BB%E4%A1%BF%E2%B2%AF%E5%B6%82%E8%97%84%E6%8C%A7%00%00%EA%AE%A5


Reduced water pump wear

Versatility—they can be mounted in front of or behind the radiator

Multiple sizes and configurations—they can be found in diameters up to

20 inches and are available with single- and dual-fan setups

Fitment—some electric fans have thin profiles so they can fit where belt-

driven sometimes can’t

Control—some electric fans have an adjustable thermostat while others

allow you to operate your fan from your driver’s seat

Select an Electric Fan for:

High-horsepower applications

Maximum power and fuel economy–no parasitic power loss

Enhanced low-rpm cooling

Increased water pump life

Additional auxiliary cooling

(Source : http://www.onallcylinders.com/2012/07/24/mechanical-vs-electric-fans-

which-best-your-vehicle/)

From the advantages of some radiator fan, the best choice is electric radiator fan

because it’s easy to control and more cooling effect from it.

4.5 Selecting Thermostat Valve

Features & Benefits

Larger than OEM opening allowing for up to 50% increase in coolant flow. Triple

bridge opening design for increased stability and strength. Manufactured from

high quality components to meet the demanding conditions of the automotive

cooling system. Manufactured with OEM specifications and processes. Copper



case and wax compound assures rapid response to temperature changes in the

coolant. Offset design, air relief valve, and OEM style seals included where

applicable. Larger than OEM opening allowing for up to 50% increase in coolant

flow.

Larger opening for increased coolant flow

Increased strength and durability

High grade stainless steel and copper construction

Meets or exceeds OEM standards

Consistent and precise response to cooling system needs

100% tested and calibrated

Product Details

Part Number: 15389

Weight: 0.15 lbs

Warranty: 1 YR

Gaskets Included: No

Material: Stainless Steel, Copper

Package Contents: Thermostat

Thermostat Opening Temperature (°F):192

Figure 4.7 Thermostat Valve


http://www.autozone.com/termsandconditions/termsAndConditionsHome.jsp?leftNavPage=warranties&pageCategory=warranties


(Source :

http://www.autozone.com/cooling-heating-and-climate-control/thermostat/

duralast-thermostat/615469_0_0/

4.6 Designing piping system

1. Major Losses

We assume pipe between inlet and outlet in radiator is straight pipe and

also the pipe to pump.

a) Radiator

L = 66 cm = 0,66 m

D = 5 cm = 0,05 m

mm from table 6.1 in Frank M.white book


Bend 90o

Bend 45o

http://www.autozone.com/cooling-heating-and-climate-control/thermostat/duralast-thermostat/615469_0_0/

http://www.autozone.com/cooling-heating-and-climate-control/thermostat/duralast-thermostat/615469_0_0/


m = , From table R – 134a we get 1206 kg/ ,so :

,

( Transition flow )

From moody diagram, we get = f :

Re = 2803,738

F = 0,04

So,

= 0,032 . .

b) Pump

L = 30 cm = 0,3 m

D = 2 cm = 0,02 m



( Turbulent flow )


Re =

F = 0,035

So,

= 0,035 . .

Total Head Losses

= 4,272 x + 1,678 x = 2,1052 x m

Minor Losses

Bend 90o with r/d = 5 , K = 0,22 Quantity = 4

So, K = 4 x 0,22 = 0,88



Bend 45o with r/d = 5, K = 0,17 Quantity = 1

So, K = 1 x 0,17 = 0,17

ΣK = 0,88 + 0,17 = 1,05

Total losses in rubber pipe

m

c) Inside Radiator

straight pipe = 16

elbow = 28

L = 1,5 m

D = 1,5 inch = 3 cm = 0,03 m

K = 50 ft = 50 ( 0,022 ) = 1,1

m = , From table R – 134a we get 1206 kg/ ,so :

Minor Losses



Major Losses

( from cast, new )


Re =

F = 0,035

So,

= 0,048. .

4.7 Discussion



In this report will be explain about engine cooling system. The system that

we analyze is Suzuki Splash 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

system which analyze such as designing waterpump, radiator, and piping

system.

When we design waterpump, parameters that important for designing

waterpump are ß(beta), r (radius), and n (rotational speed). With those

parameters, we get Head of pump. It is mean, power of pump for flowing the

fluids in cooling system. From the calculation, we know the effect of radius

and beta angle causing high head (H) of pump.

For designing radiator we need parameters such as temperature inlet and

temperature outlet, mass flow rate, and coefficient of heat (cp). From the

parameters, we get heat flow rate (Q). LMTD method is applied to determine

the length of tube heat exchanger (radiator). From the calculation, we get the

length of tube is 13,2 m.

For piping system, we determine the head losses. There are two type of

head losses, major losses (hf) and minor losses (hm). Major losses occurs

along the straight pipeline and minor losses occurs in fitting and valve. The

total head losses come from sum bertween major losses and minor losses.

Total head losses that we get is m. High head losses

is caused by rough surface in our pipe. The material that we use is rubber.

Rubber has rough surface and it’s cause big head losses.

Another components like radiator fan and thermostat valve, we just

selecting from catalogue from internet.

CHAPTER V



CONCLUSION

5.1 Conclusion

1. Waterpump

The head pump that we use from n = 2000 rpm, r1 = 0,5 mm, r2 = 1,5 mm,

ß1= 30, ß2= 10 and Q = 3 gal/min. So the head pump is 6 m.

2. Radiator

- Q = 2,74 kW

-

- U = 1000 W/m2.K

From these parameters we get the length of tube is 13,2 m.

3. Piping system

Total head losses from the data we get m

4. Thermostat and Radiator fan

For thermostat and radiator fan we just selecting from catalogue in

internet. We select for best performance condition in cooling system.


Report Car Cooling System

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