Report Car Cooling System

Fluid Thermal Equipment
System
Engine Cooling
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

System
Engine Cooling
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 2300-2500C. 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 150-200C 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.

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Engine Cooling
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 its useful for us to
solve in the future work.
CHAPTER II
LITERATURE REVIEW
2.1 Definition of Cooling System

System
Engine Cooling
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

System
the engine block and heads.
Engine Cooling
As 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.
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

System
Engine Cooling
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
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.

System
Engine Cooling
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

System
Engine Cooling
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

System
Engine Cooling
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

System
Engine Cooling
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
10

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Engine Cooling
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
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Engine Cooling
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
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Engine Cooling
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.
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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
START
14

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Engine Cooling
Calculated data
and analyze
system
Study
literature
Ask to Lecturer, Take

the data from the car
calculation
and analyze
results
Make a report
Colect data
and assume
END
A
Figure 3.3 Flowchart
CHAPTER IV
FINDINGS AND DISCUSSION
15

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Engine Cooling
4.1 Thermodynamic Analysis
Car Engine
Works
3
Thermosta
t Valve
Pum
p
1
4
Radiator (HE)
Figure 4.1 Simple Engine Cooling System
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
P2= 0,6 bar = 60 Kpa
P4= 0,9 bar = 90 Kpa
4.2 Designing Waterpump
16

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Engine Cooling
Figure 4.2 Waterpump
Figure 4.3 Blade of pump
2 n / s (rad/s)
u1 r1
(ft/s)
Vn1 u1 .tan 1
(ft/s)
Q 2 r1bV
1 n1
Vn 2
(gal/min)
Q
2 r2b2
Vt 2 u2 Vn 2 cot 2
Pw Qu2Vt 2
(ft/s)
(ft/s)
(ft lbf/s)
P
H w
gQ
DATA
r1
r2
H (m)
17

System
1
2
3
4
5
6
7
8
9
10
(rpm)
2000
2000
2000
2000
2000
2000
2000
2000
2000
2000
0,5
0,5
0,5
0,5
0,5
0,5
0,5
0,5
0,5
0,5
Engine Cooling
1,5
1,6
1,7
1,8
1,9
2,0
2,1
2,2
2,3
2,4
30
30
30
30
30
30
30
30
30
30
10
13
16
19
22
25
28
31
34
37
(gal/min)
3
4
5
6
7
16
18
20
23
25
6
7
8
9
10
11
12
13
15
16
Graph 4.2.1 Radius 2 Vs Flow rate
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Engine Cooling
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 Books Table A-3
T = 23 C
Density = 1207 kg/m3
Cp = 1,43 kJ/kg.K
So, heat flow rate we get
Q m.cp. T
Q 0, 030kg / s.1, 43kJ / kg.K (363 296) K 2,874kW
19

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Engine Cooling
We use LMTD method to get length of tube :

LMTD
Tm
T1 T2 296 363
328, 43K
T1
296
ln
ln
T2
363
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/overallheat-transfer-coefficient-d_434.html)
U = 1000 W/m2.K
So, Area of tube HE
A
Q
2,874.103W
8, 751.103 m2
2
U . Tm (1000W / m .K )(328, 43K )
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.
A DL
L
A
8, 751.103 m 2
0, 41m 41cm
D 3,14 0, 00665m
Total Length = 40 cm x 33 lines = 1320 cm = 13,2 m
Figure 4.4 Radiator
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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 fans
clutch never fully disengagesit 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 dont 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.
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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. Thats 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 vehicles electrical
system. Although they will place an additional draw on the electrical system, they
are a more efficient alternative to mechanical fans and dont cause the dreaded
parasitic horsepower loss.
Here are a few other advantages of electric fans:
22

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Consistent coolingthey maintain their airflow at all times
Reduced water pump wear
Versatilitythey can be mounted in front of or behind the radiator
Multiple sizes and configurationsthey can be found in diameters up to

20 inches and are available with single- and dual-fan setups
Fitmentsome electric fans have thin profiles so they can fit where beltdriven sometimes cant
Controlsome electric fans have an adjustable thermostat while others

allow you to operate your fan from your drivers seat
Select an Electric Fan for:
High-horsepower applications
Maximum power and fuel economyno 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-fanswhich-best-your-vehicle/)
From the advantages of some radiator fan, the best choice is electric radiator fan
because its 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
23

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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
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Engine Cooling
Figure 4.7 Thermostat Valve
(Source : http://www.autozone.com/cooling-heating-and-climatecontrol/thermostat/duralast-thermostat/615469_0_0/
4.6 Designing piping system
Bend 90o
Bend
45o
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
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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
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Engine Cooling
( Turbulent flow )
Re =
F = 0,035
So,
= 0,035 .
Total Head Losses
= 4,272 x
+ 1,678 x
= 2,1052 x
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
K = 0,88 + 0,17 = 1,05
27

System
hm K
Engine Cooling
V2
(0, 0126m / s ) 2
1, 05
8, 496.106
2
2g
2.9,81m / s
Total losses in rubber pipe

hL hf hm 2,19.104 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
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( 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
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system which analyze such as designing waterpump, radiator, and piping

system.
When we design waterpump, parameters that important for designing
waterpump are (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 hL hf hm 2,19.104 m. High head losses
is caused by rough surface in our pipe. The material that we use is rubber.
Rubber has rough surface and its 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,
1= 30, 2= 10 and Q = 3 gal/min. So the head pump is 6 m.
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2. Radiator
- Q = 2,74 kW
LMTD
T T
296 363
2
Tm
1 W/m2.K
328, 43K
U
= 1000
T1
296
ln
T2
ln
363
From these parameters we get the length of tube is 13,2 m.

3. Piping system
Total head losses from the data we get hL hf hm 2,19.104 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.
31

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Fluid Thermal Equipment

FLUID THERMAL EQUIPMENTS

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

MECHANICAL ENGINEERING DEPARTMENT

Fluid Thermal Equipment

Fluid Thermal Equipment

Fluid Thermal Equipment

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

will produce 4000 controlled explosions per minute

and emissions will rise.

Fluid Thermal Equipment

As the coolant flows

passages, it picks up heat from the engine.

The heated fluid then

Figure 2.1 Engine Cooling System

Fluid Thermal Equipment

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

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

Engine Cooling System

Fluid Thermal Equipment

Figure 2.2 Antifreeze

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

Fluid Thermal Equipment

Figure 2.3 Radiator

Engine Cooling System

Fluid Thermal Equipment

Figure 2.4 Radiator Fans

Fluid Thermal Equipment

Figure 2.5 Pressure cap

Figure 2.6 Reserve Tank

Fluid Thermal Equipment

Figure 2.7 Water Pump

Engine Cooling System

Fluid Thermal Equipment

cast aluminum and an impeller mounted on a spinning shaft with a pulley

Figure 2.8 Thermostat Valve

Engine Cooling System

Fluid Thermal Equipment

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

Engine Cooling System

Fluid Thermal Equipment

Figure 3.1 Suzuki Splash Engine

3.2 Method of collecting/measuring data and measurement tools

Figure 3.2 Infrared Thermometer

Fluid Thermal Equipment

Ask to Lecturer, Take

Fluid Thermal Equipment

4.1 Thermodynamic Analysis

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

P1= 0,4 bar = 40 Kpa

P3= 0,8 bar = 80 Kpa

P2= 0,6 bar = 60 Kpa

P4= 0,9 bar = 90 Kpa

4.2 Designing Waterpump

Engine Cooling System

Fluid Thermal Equipment

Figure 4.2 Waterpump

Figure 4.3 Blade of pump

Engine Cooling System

Fluid Thermal Equipment

Graph 4.2.1 Radius 2 Vs Flow rate

Engine Cooling System

Fluid Thermal Equipment

Graph 4.2.2 Graph Radius-2 Vs Head