CHAPTER 4

INTERNAL COMBUSTION ENGINE COOLING SYSTEM

4.1 Introduction

When internal combustion engine is operating at a full throttle, the maximum

temperature reached by the burning gas may be as high as 2700ºC. The expansion of
the gas during the power stroke lowers the temperature considerably. However, the
minimum normal operating temperature of the gas that occurs during the exhaust
stroke may be at least 800ºC. The entire engine absorbs some heat from the hot gas
and the amount of heat absorbed is proportional to the temperature, the area exposed
to the gas and the duration of the exposure. This heat will raise the temperature of the
components of the engine. Sometimes, the temperature of the exhaust gas is above the
melting point of engine materials such as aluminum.
The heat transfer that occurs within an engine is extremely important for its
proper operation. About 35% of the total chemical energy that enters an engine in the
form of fuel is converted to useful crankshaft work, and about 30% is carried away in
a form of exhaust gas through the exhaust pipe. This leaves about one-third of the
total energy, which is dissipated to the surroundings of the engine by some mode of
heat transfer.
Materials used in the making of some components of the engine may not
withstand the high temperature reached during the combustion process and would
quickly fail if they are not properly cooled. Appropriate temperature distribution is
highly critical in the correct functioning of the engine and its components and
preservation of the lubricant. The combustion chamber wall, piston crown, the upper
end of the cylinder and the region of the exhaust port are exposed to the hottest gas
and reaches the highest temperature. The resulting thermal expansion of these parts
distort them from their correct shape, causing gas leakage, loss of power, valve
burning, gasket hardening and possibly even cracking of the cylinder head.
 Furthermore, the electrical and electronic components are affected by high
temperature, which may cause malfunctioning and poor performance of the major
components of a vehicle and engine stalling. Moreover, the oil film that should
lubricate the piston and the cylinder walls may be burnt or carbonized, causing
excessive wear and even seizure of the piston. Power is lost by the heating of the fresh
gas entering the cylinder, which reduces the volume of air intake and, thereby,
reducing the power output.
Lastly, an increase in temperature of the fresh gas increases the ability to
detonate, thus reducing the compression ratio. Some parts of the surface of the
combustion chamber may be hot enough to cause pre-ignition, which may result in
serious damage to the engine if it persists.
It is, however, important not to overcool the engine. Heat is necessary to
assist in vaporizing the fuel inside the cylinder during the compression stroke (CS).
When the engine is overcooled, some of the heat which may be utilized to expand the
gas may be lost. Reduction in vaporization may cause gas produced by combustion to
condense on the cylinder wall. This leads to dilution of the oil in the sump and the
addition of harmful corrosive acids.
Removal of the oil film from the cylinder wall by the vaporized fuel leads to
increase cylinder bore wear. Inadequate lubrication of the engine, due to the oil not
being warm enough to flow freely, results in greater frictional losses. In general, the
economy and life of the engine is reduced. Overcooling is normally prevented with
thermostat inserted in the cooling system. The thermostat allows the engine to reach
its normal operating temperature. It controls the flow of coolant through the radiator
depending upon the engine water-jacket temperature. When the engine is cold, the
thermostat prevents coolant from leaving the jacket until a higher coolant temperature
is reached.

At this stage, the thermostat valve opens and coolant is allowed to pass from
the water jacket into the radiator at a rate sufficient to maintain temperature within the
normal range and, thereby, improves fuel consumption. This improves the quick
warming up of the engine. When the engine reaches its normal operating temperature,
the cooling system begins to function. The cooling system cools the engine rapidly
when it is hot, but slowly when the engine is cold or warming. Hence, the thermostat
improves fuel efficiency.
 Two general types of cooling system are utilized in most types of vehicles
found in Ghana. They are air cooling system, and a combination of air and liquid
cooling system. In air cooling engine, there are spaces between the cylinder
arrangements in order to allow enough air to flow in between the cylinders. Most
engines for airplanes, motorcycles, power lawn mowers, and chain saw are air cooled.
A multi cylinder engine using the air cooled system requires a large or special fan as
well as large fins or a cowling to direct the air to the hot sections of the engine, and
such equipment becomes bulky if the system is to be effective.
This point is better appreciated when it is remembered that in terms of volume,
4,000 times more air than water must pass through an engine to dissipate an equal
amount of heat. Large fans absorb engine power when driven by the engine and
reduce its output. The absence of a sound muffling coolant jacket may cause noisy
engine operation and the possibility of higher temperatures when compared with
liquid cooled engines.
On the other hand, the water cooling system provides an improved cooling of
the engine over the air cooled. Usually, it has an impeller water pump to speed up the
circulation of the water in the engine and a heat exchanger unit, which is called
radiator. The radiator used on cars act as a reservoir, which stores water for the engine
cooling system.

4.2 Cooling Essentials

All internal combustion engines are equipped with some type of cooling
system because the high temperatures they generate during operation. High
temperature is necessary since it results in the high gas pressures which act on head of
the piston. Without high temperature power cannot be produced efficiently. However,
it is not possible to use all of the heat of combustion without producing results. If
nothing is desired to cool the engine during operation, valves will burn and the
lubricating oil will break down, pistons and bearing s will overheat, and pistons will
seizure the cylinders. Heat created by combustion must be dissipated by the cooling
system. Other important mediums of cooling an internal combustion engine are the
fuel and the lubricant. Cooling is not their primary purpose, but they dissipate an
appreciable amount of heat. Additional heat is lost through the exhaust. There must be
careful control over the amount of heat dissipated because thermal efficiency is
proportional to the operating temperature of the engine. For liquid-cooled engines, the
ideal operating temperature is just below the boiling point of the coolant used if this
temperature is not so high that it breaks down the lubricant.
Cooling systems usually are classified as liquid or air. Diesel and gasoline
engine cooling systems are similar mechanically; however, the diesel runs cooler and
it is not necessary that the capacity of its cooing system be as large as that of a
gasoline engine. Diesel engines usually have the same size radiators as gasoline
engines, but the speed and size of the fans are reduced.
In aircraft engines may be cooled either by air or by liquid; however, there are
few liquid-cooled engines. Excessive heat is undesirable in any internal combustion
engine for three principal reasons; (1) It adversely affects the behavior of the
combustion of the fuel air charge, (2) it weakens and shortens the life of the engine
parts, and (3) it impairs lubrication.
Too much cooling of the engine is also not desirable. Thus too much cooling
will result in lower thermal efficiency of the engine. Also below a certain engine
temperature, the fuel will not be vaporized sufficiently, so that it will not burn
completely. Thirdly, too much cooling will cause difficulties in flow of lubricating oil
and more power will be wasted in engine friction.
Cooling systems are incorporated with a device to prevent cooling action
when the engine temperature is below a certain predetermined limit. Thus, the cooling
system will keep the engine from getting too hot but no allow it to cool beyond a
certain limit. The lubrication system for an air-cooled engine often includes an oil
cooler which circulates the oil between the engine and the cooler, removing heat from
the engine as it does so. Some cooling also results from the fuel contacting metal parts
prior to combustion.
4.3 Function of Engine Cooling System
In all mechanical systems, conversion of energy from the primary source to
useful work cannot be achieved with 100% effectiveness. In internal combustion (IC)
engines, only a fraction of the energy generated from the combustion of fuel in the
cylinders produces useful work. For a typical vehicle, considerable amount of the
energy produced by fuel is dissipated approximately in three ways.
About 35 to 45 percent of heat energy goes to useful work which drives the
vehicle. The exhaust gas takes about 30 to 40 percent of the energy, and the rest is
wasted. Thus, there is an amount of 22 to 28 percent of heat produced by combustion
required to be dissipated. Part of this heat is usable in areas such as warming the
cabin in cold weather for passenger comfort; and maintaining the engine at an
optimum temperature to achieve effective combustion and lubrication. The remainder
is excess and must be removed.

4.4 Applications of Cooling Systems

The air cooling system is used in engines of two and three wheelers, aero-planes and
small stationary engines. In air cooled engines, fins are made on the engine heat
transfer surfaces to increase the area of contact for heat transfer. In other applications,
the liquids cooling system is used. Water is generally used in liquid cooling systems,
in which additives are sometimes added. The radiator-type (water-to-air) cooling
system is used in automotive and stationary installations. In this system, the heat of
water is transferred to air directly. The water-to-water type heat exchanger system is
used in marine and industrial diesel engines.

4.5 Aircraft Engine Cooling Systems

Basic Principle

Majority of aircraft piston engine cooling is done by air. Some of them are
cooled by liquid. Air cooling is accomplished by air flowing into the engine
compartment through openings in front of the engine cowling. Baffles route this air
over fins attached to the engine cylinder, and other parts of the engine, where the air
absorbs the engine heat. Expulsion of the hot air takes place through one or more
openings in the lower, aircraft portion of the engine cowling. The outside air enters
the engine compartment through an inlet behind the propeller hub. Baffles direct it to
the hottest parts of the engine, primarily the cylinders, which have fins that increase
the area exposed to the airflow.
 Figure 4.1. Aircraft air cooled system

In air cooled engine, thin metal fins project from the outer surface of the walls
and heads of the engine cylinder. When air flows over the fins it absorbs excess heat
from the cylinders. Fins on the cylinder head are forged or cast as part of the head.
Fins on the steel cylinders barrel are machined from the cylinder barrel forging.
Deflector baffles is made from aluminum sheet, it will fastened around the cylinder
direct the flow of air to obtain the maximum cooling effects.

The air cooling system is less effective during ground operations, takeoffs, go-
around, and other periods of high-power, low-airspeed operation. Conversely, high-
speed descents provide excess air and can shock cool the engine, subjecting it to
abrupt temperature fluctuations.

Operating the engine at higher than its designed temperature can cause loss of
power, excessive oil consumption, and detonation. It will also lead to serious
permanent damage, such as scoring the cylinder walls, damaging the pistons and
rings, and burning and warping the valves. Monitoring the flight deck engine
temperature instruments will aid in avoiding high operating temperature.

Engine operating temperature can be controlled by the movable cowl located

on the engine cowling. Cowl flaps are hinged covers that fit over the opening through
which the hot air is expelled. If the engine temperature is low, the cowl flaps can be
closed, so that it will increase engine temperature. If the engine temperature is high,
the cowl flaps can be open to permit a greater flow of air through the system, so that it
will decrease the engine temperature. But under normal operating conditions in
aircraft not equipped with cowl flaps, the engine temperature can be controlled by
changing the airspeed and or reducing the power. The oil temperature gauge gives an
indirect and delayed indication of rising engine temperature, but can be used for
determining engine temperature if this is the only means available.

4.6 Liquid Cooling System of an Automotive Engine

Cooling System Operation

Most automotive engines are liquid-cooled. The engine has openings or spaces
called water jackets that surround the cylinders and combustion chambers. These
passages are cast into cylinder heads and most cylinder blocks. In blocks with wet
sleeves, spaces between the block and the liners form the water jackets. Seals at the
top and bottom prevent coolant leakage.

An engine-driven coolant pump, or water pump, circulates the liquid coolant

(a mixture of water and antifreeze) through the water jackets. The coolant picks up
heat and carries it to the radiator. Air passing through the radiator carries away the
excess heat, which prevents engine overheating.

In many cooling systems, the coolant flow is from the water pump, through
the cylinder block and up to the head, and then into the top of the radiator. Some
engines have a reverse-flow cooling system. The coolant flows from the water pump
to the cylinder heads and then down to the block. The location of the thermostat varies
depending on the direction of coolant flow.
 Figure 4.2. Automotive cooling system

4.7 Cooling Systems of Marine Engines

Two types of cooling systems are used on marine engines, the heat-exchanger
cooling system and the keel cooling system. Both use a water-cooled exhaust
manifold and many use a water-cooled turbocharger turbine housing.

Figure 4.3. Closed Cooling System with Shell and Tube Heat Exchanger.

The heat-exchanger cooling system combines two separate cooling systems,

that is, a conventional engine cooling system and the raw-water cooling system. The
components which compose the engine cooling system are a water-cooled exhaust
manifold, an engine coolant pump, one side of the heat exchanger, and the expansion
tank. The raw-water cooling system consists of a raw water coolant pump and the
other side of the heat exchanger, along with pipe and hose accessories. The raw-water
pump is positive-displacement pump which uses a synthetic vane-type rubber
impeller.

When the engine is operating and is at the operating temperature coolant from
the expansion tank flows downward through the fresh water core of the heat
exchanger, around the oil cooler, around the reverse-gear oil cooler, through the
engine and then to the inlet side of the engine coolant pump. It is then pumped
through the exhaust manifold, passages, cooling passages, onto the thermostat
housing, and a portion then flows to the expansion tank. When the thermostat is
closed, the coolant flow to the heat exchanger is blocked by the thermostat, and is
redirected to the inlet side of the engine coolant pump.

Whenever the engine is operating, the raw-water pump impeller is rotating,

and as the impeller vanes pass the raw-water pump inlet, a low pressure is created.
Water from the inlet, below the vessel’s water lines is forced into the pump and
carried around the pockets formed by the vanes and housing. As the vanes pass by the
outlet port, the water is forced out of the pump and directed through the heat-
exchanger raw-water core (in a horizontal direction) back into the sea. This
continuous raw-water circulation maintains cool engine coolant. However, the
thermostat controls the engine coolant flow and, therefore, also the temperature.

Figure 4.4. Heat-Exchanger Cooling System

The keel cooling system is a closed system. It consists of the water-cooled

exhaust manifold, a high-capacity engine-cooling pump, an expansion tank, and the
keel cooling coil which is fastened to the hull of the vessel.

When the engine is operation, coolant flows from the expansion tank into the
cooling pump, then through the engine oil cooler, marine-gear oil cooler, cylinder
block and cylinder head, and through the exhaust manifold passage. Part of the
coolant flows directly back to the expansion tank and the remainder flows back to the
inlet side of the coolant pump. As the thermostat starts to open, the coolant is directed
to (and through) the keel cooling coil, then back to the inlet side of the coolant pump.

Figure 4.5. Keel Cooling System

4.8 Locomotive cooling system

The cooling system of the diesel engine itself is a combination of cooling

airtight water, engine oil and supercharged air cooling equipment, which includes
surface heat exchangers (radiators), fan units, air passages, shutters and heat sinks ,
Asked the heat exchanger (used to cool the diesel engine oil and pressurized air),
circulating pump and pipeline composed of water, oil circulation system. Its role is as
follows:
1. Effect of cooling on diesel engine power. Diesel engine work, the fuel
contains a part of the heat (40%) into effective work, 20% -30% of the heat required
by the cooling device to the atmosphere. With the increase in the power of diesel
engines, cooling requirements of the cooling device should be a corresponding
increase in the heat. Therefore, the problem of high-power diesel engine cooling is
very prominent. In addition the cooling water temperature is too low, the diesel
engine power will decline. This is due to the low oil and water temperature will lead
to oil viscosity increases, the friction loss increases. At the same time, the amount of
heat lost by the cooling water also increases, resulting in an effective power drop. In
short, the diesel engine cooling water and oil temperature should be kept within the
normal range, the diesel can only work properly and reliably.
2. The need for pressurized air cooling. The temperature of the supercharged
air of the diesel engine has a great impact on its economy and reliability. In order to
increase the diesel engine power, or in the diesel engine power remains unchanged
under the conditions, in order to reduce the thermal strength of diesel engine parts and
reduce fuel consumption, are widely used in the case of diesel engine parts to
maintain a certain heat conditions, This effective measure. At present, the world
generally uses high pressure to improve the diesel engine single cylinder power. The
average effective pressure of the four-stroke high-pressure diesel engine is around 2-
2.3MPa. Generally speaking, the pressurized air temperature for each lower 10 ℃,
diesel engine power will increase 2% -3%.
3. Effect of cooling on working fluid of hydraulic drive. During the operation
of the hydraulic transmission, the heat of the various losses causes the working oil
temperature to rise. If the working oil is not cooled in time, the oil temperature will
soon exceed the allowable range (110 ℃). The greater the power input to the
hydraulic drive, the more heat generated, the higher the cooling requirements of the
cooling device. If the cooling capacity of the cooling device is insufficient, the input
power of the transmission must also be limited by the allowable temperature rise of
the working oil. With the hydraulic brake of the diesel locomotive, the working oil of
the liquid can be consumed in the stator and into heat, so that the oil temperature rise,
and then in the oil-water heat exchanger to be cooled, so that the oil temperature
maintained within the required range to complete The kinetic energy of the train into
heat, and then distributed to the atmosphere by the radiator. If the cooling capacity of
the cooling device is insufficient, the oil temperature will gradually rise until the
permissible range is exceeded. Therefore, the size of the hydraulic braking power is
also limited by the cooling capacity of the cooling device.
4. Effect of cooling on the operation of power transmission. In the power
transmission diesel locomotive, a variety of AC and DC motors, rectifier power and
size are determined by the continuous current and maximum voltage. The size of the
continuous current is limited by the permissible temperature of the motor windings
and rectifier components. High-power motors, electrical appliances are generally
required to use a special ventilation device to cool to maintain the work in the allowed
temperature.
4.9 Cooling Systems of Industrial Engine

Schematic of a typical water cooling system used in industrial diesel engines is

shown in figure. This is again a closed cooling system. However, the secondary water
is also recirculated in the secondary circuit after its being cooled in a cooling tower.

Figure 4.6. Double Circuit Closed Cooling System

In spray and cooling towers, cooling of water in a pond, spray tower, or

cooling tower depends upon evaporation of the water. In a pond a large surface of
water is required. When spray nozzles are used, the pond area may be reduced. In any
case it is not always convenient to provide any sort of pond, particularly one large
enough to give the required cooling effect. In such cases spray or cooling towers are
convenient.
A cooling tower is a closed tower is a closed box or tower arranged to have the
water sprinkled from distributing pipes at the top so as to trickle down over the filling.
This continuously breaks up the stream of falling water and exposes a large surface to
the air flowing upward inside the tower. In a actual-draft tower a stack is supplied and
dependence is placed upon temperature conditions for the upward circulation of air.
For this reason, this type of tower is not well suited to installations where a low
temperature of water relative to the atmospheric temperature is desired. The forced
and induced draft types have fans at the bottom and the top, respectively. In such
types the quantity of air circulated and thus the temperature of the water is under close
control. The choice if cooling pond or some type of tower must depend entirely upon
local conditions and relative costs.

Figure 4.7. Atmospheric Cooling Towers

Some towers, particularly in smaller sizes, air made without through inside
figure, and the water is broken up by spray nozzles to which the water is delivered
under a pressure of 3 to 5 psi. The above-described cooling towers are called
atmospheric towers, because evaporation is assisted by the natural movement of
atmospheric air, or natural draft.