Automobile Engineering

Unit -03

Cooling system

A system, which controls the engine temperature, is known as a cooling system.

NECESSITY OF COOLING SYSTEM
The cooling system is provided in the IC engine for the following reasons:
• The temperature of the burning gases in the engine cylinder reaches up to 1500 to
2000°C, which is above the melting point of the material of the cylinder body and
head of the engine. Therefore, if the heat is not dissipated, it would result in the
failure of the cylinder material.
• Due to very high temperatures, the film of the lubricating oil will get oxidized, thus
producing carbon deposits on the surface. This will result in piston seizure.
• Due to overheating, large temperature differences may lead to a distortion of the
engine components due to the thermal stresses set up. This makes it necessary for,
the temperature variation to be kept to a minimum.
• Higher temperatures also lower the volumetric efficiency of the engine.

REQUIREMENTS OF EFFICIENT COOLING SYSTEM

The two main requirements of an efficient cooling system are:
1. 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.
2. 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.

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Effects of overcooling
(a) Increased cylinder wear.
b) Dilution of oil due to poor vaporization of petrol.
c) Greater formation of sludge.
d) Oil does not thin out properly and fluid friction losses are increased.
e) Engine does not achieve full power
9)Lower thermal efficiency i.e. more consumption of fuel.
There are two types of cooling systems:
(i) Air cooling system and
(ii) Liquid-cooling system.

Air Cooled System

Air cooled system is generally used in small engines say up to 15-20 kW and in aero
plane engines. In this system fins or extended surfaces are provided on the cylinder
walls, cylinder head, etc. Heat generated due to combustion in the engine cylinder
will be conducted to the fins and when the air flows over the fins, heat will be
dissipated in the air flowing over the fins by convection.
The amount of heat dissipated to air depends upon :
(a) Amount of air flowing through the fins.
(b) Fin surface area.
(c) Thermal conductivity of metal used for fins.
Advantages of Air Cooled System
(a)Radiator/pump is absent hence the system is light.
(b)In case of water cooling system there are leakages,
but in this case there are no leakages.
(c)This system can be used in cold climates, where if water is used it may freeze.
(d)Coolant and antifreeze solutions are not required.

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Disadvantages of Air Cooled System

(a) Comparatively it is less efficient.
(b) It is only suitable for small & medium size engines, because cooling is not
uniform.
(c) It produces more notice.
(d) The working Temp. of the cylinder is higher, so the compression ratio is low.

Liquid Cooling System:

The liquid cooled systems are the ones that are used the most these days. In an
automotive with liquid Cooling System, the heat is carried away by the use of a heat
absorbing coolant that circulates through the engine, especially around the
combustion chamber in the cylinder head area of the Engine block.
The coolant is pumped through the engine, then after absorbing the heat of
combustion is circulated To the radiator where the heat is transferred to the
atmosphere. The cooled liquid is then transferred back into the engine to repeat the
process.
Types
01. Natural/Gravity Circulation method (Thermosyphon method)
02. Thermostat (forced circulation Thermostat cooling system)

Forced Circulation Thermostat Cooling system

In this method, cooling water jackets are provided around the Engine
cylinder, cylinder head, valve seat etc. The water is used as a coolant and is made to
circulate throughout the jackets and absorbs heat of combustion. The hot water is
then cooled in the radiator partially by the fan and partially by the
flow developed by the motion of the vehicle. The coolant water is again recirculated
through the water jackets.
Construction
This system consists of Radiator, water pump, thermostat, radiator
pressure cap, expansion tank, radiator fan, water temp.indicator, coolant (water +
Anti freezer).
The Radiator is a heat exchanger, transferring heat from the engine to the air
passing through it. It consists of no.of tubes and fins, in which the coolant flows. The
fins conducts the heat from tubes to the air flowing through the radiator. It also

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consists of a pressure cap. The pump is used to move the coolant through belt drive.
The thermostat is a temp.responsive coolant flow control valve. It controls the
temperature &amount of coolant entering the radiator and is located the too and
front of an engine.

Working

When the engine is cold, the thermostat remains closed and the by-pass
valve stays open, so the coolant bypass the radiator and only circulates through the
engine. This allows the engine to uniformly warm up quickly. The coolant
temp.increases by absorbing the heat from the engine. Once the coolant starts to
reach specified temp.the thermostat valve opens and by-pass valve will starts to
close & main valve starts to open. This allows the hot coolant from the engine to
radiator and cold coolant from flow from Radiator to engine. The hotter the coolant
gets the more the thermostat valve opens, sending more coolant to radiator. Now
the hot coolant in the radiator will release it’s heat to the atmosphere with the help
of the fan and at the same time the cold coolant received from the radiator will start
to absorb the heat from the engine for next cycle.
The radiator pressure cap is used to maintain pressure and keeps the coolant
from splashing out of the radiator. It consists of aa spring loaded valve mechanism
which will responds to higher pressure. The pressure cap keeps the coolant
temp.with a desired range by keeping the coolant pressurised to a specific level. (
Temp. controlled by controlling the pressure). The pressure raises the boiling point

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of the coolant. This allows the coolant to reach higher than normal temp.s without
boiling. This allows the coolant to absorb more heat from the radiator to outside air.
The is due to basic law that greater the heat difference in between two objects, the
faster the heat transfer from hot object to cold object.
When the pressure reaches above the specified level, the pressure cap valve
opens and allows the excess pressure to exit the radiator by allowing the coolant to
flow to the expansion tank, until the pressure reaches the operating level. And when
the system cools down (pressure valve) the vacuum inside the system sucks back the
coolant from the expansion tank. In case, if there is too much pressure build up in
the system due to trapped air or other failure, the coolant in the expansion tank will
be pushed out through the overflow house.

Radiator
A radiator is a type of heat exchanger. It is designed to transfer heat from the hot
flows through it to the air blown through it by the fan. Most modern cars use
aluminium radiators. The radiators are made by brazing thin aluminium fins to
flattened aluminium tubes. The coolant flows from the inlet to the outlet through
many through many tubes mounted in a parallel arrangement. The fins conduct the
heat from the tubes and transfer it to the air flowing through the radiator.
There are normally three types of Radiators:
a. Gilled Tube Radiator
b. Tubular Radiator
c. Honey Comb or Cellular Radiator

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.

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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 parts of the cooling surface. However, in the tubular
radiator, if one tube becomes clogged, the cooling effect of the entire tube is lost.

A. B. C.

Thermostat
A thermostat is a heat-controlled valve used in the cooling system of your car to
regulate the flow of coolant between the engine and radiator.
• Placed between the cylinder head and top radiator hose.
• Regulates engine coolant temperature
• The temperature that the thermostat opens is called thermostat rating. (85-
900 C most common)
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.
There are three types of thermostats: (i) bellow type, (ii) bimetallic type and (iii)
pellet type.
Bellow type valve: Flexible bellows are filled with alcohol or ether. When the
bellows is heated, the liquid vaporises, creating enough pressure to expand the
bellows. When the unit is cooled, the gas condenses. The pressure reduces and the
bellows collapse to close the valve.

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Bimetallic type valve: This consists of a bimetallic strip. The unequal expansion of
two metallic strips causes the valve to open and allows the water to flow in the
radiator.
Pellet type valve: A copper impregnated wax pellet expands when heated and
contracts when cooled. The pellet is connected to the valve through a piston, such
that on expansion of the pellet, it opens the valve. A coil spring closes the valve
when the pellet contracts.

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.

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(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.

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 alcohol, denatured alcohol, glycerine, ethylene, glycol,
propylene glycol, mixtures of alcohol and glycerine and various mixtures of other
chemicals.

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Ignition system

• An ignition system is a system for igniting a fuel-air mixture. Ignition

systems are well known in the field of internal combustion engines such as those
used in petrol (gasoline) engines used to power the majority of motor vehicles.

Functions
1. It must generate an electrical spark that has enough heat to ignite the air-fuel
mixture in the combustion chamber;
2. It must maintain that spark long enough to allow for the combustion of all the
air and fuel in the cylinder;
3. It must deliver a spark so that combustion can begin at the right time during
each compression stroke of the piston.
4. Distributes spark to each plug in correct sequence.
5. Times the spark so that it occurs as the piston nears the TDC on the
compression stroke.
6. Varies the ignition timing as engine speed, load and other conditions change.

Factors consider for design ignition system

1. Combustion chamber design
2. Air-fuel ratio
3. Engine speed range
4. Engine load
5. Engine combustion temperature
6. Emission regulation

Types of ignition system

• Mechanical ignition system
• Electronic ignition system
• Distributor-less ignition system

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Electronic Ignition System :-

In this system, the contact breaker points assembly(in the Battery ignition
system) is replaced by the armature. This armature is a pulse or signal generator
that triggers the ignition module, also called the Electronic Ignition Control Unit or
Electronic Ignition Module.
This control unit primarily contains a transistor circuit whose base current is
triggered OFF and ON by the armature which results in the starting and stopping of
the Primary current.
Parts of Electronic Ignition System:
The parts of the Electronic ignition system are:
Battery, Ignition Switch, Electronic Ignition Module, Ignition Coil, Armature,
Distributor, Spark Plug.
Battery:
A rechargeable Lead-Acid battery is used to provide electrical energy for ignition in
the cylinder.This battery is recharged by Dynamo which is driven by the Engine.
Ignition Switch:
One end of the battery is grounded and the other end (Positive Terminal) is
connected to the primary winding of the Ignition coil using the ignition switch.This
switch(Key) is used to turn the Ignition system ON/OFF.
Electronic Ignition Module / Unit : (E.C.U)
The electronic module senses the signal produced by the pickup coil and stops the
current flow from the primary circuit. The timing circuit inside the ignition module
turns ON and thereby the current will flow again into the circuit when the voltage is
not produced
Ignition Coil:
The ignition coil is the source of ignition energy. Its function is to step up the Low
voltage to high voltage to induce an electric spark in the spark plug.
An ignition coil consists of a magnetic Soft iron core and two insulated conducting
coils known as Primary and Secondary winding. The Primary winding consists of 200-
300 turns with it’s both ends connected to exterior terminals.

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The Secondary winding consists of 21000 turns with its one end connected to the
high tension wire that goes to the Distributor and the other end is connected to the
Primary coil.
Armature:
Contact breaker points of the battery ignition system are replaced by an armature.
When the Armature tooth comes in front of the pickup coil, a voltage signal is
generated. The electronic module senses the signal produced by the pickup coil and
stops the current flow from the primary circuit.
Distributor:
A distributor is driven by cam shaft and is connected to the secondary winding of
the ignition coil. It consists of the rotor in the middle and the metallic electrode on
the periphery. These metallic electrodes are directly connected to the spark plugs.
As the rotor rotates, it passes the high tension current to the electrodes which then
carried these high tension currents to the spark plugs. distributes the ignition
current to individual spark plugs in the correct sequence with respect to the firing
order.
Spark Plug:
It is the output part of the whole ignition system which is responsible for the
generation of spark in the engine cylinder.
It consists of 2 electrodes, one attached to the high tension current-carrying wires
and the other is grounded. The potential difference between these electrodes
ionizes the gap present between them and thus a Spark is generated which ignites
the combustible mixture.
Working of Electronic Ignition System:
When the ignition switch is turned ON, current flows from the battery through the
ignition switch to the coil primary windings.
When the reflector or armature tooth comes in front of the pickup coil, a voltage
signal is generated. The electronic module senses the signal produced by the pickup
coil and stops the current flow from the primary circuit.

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When the armature tooth moves away from the pickup coil, a voltage signal is not
generated and due to this, the timing circuit inside the ignition module turns ON and
thereby the current will flow again into the circuit.
Due to the continuous make and break of the current, a magnetic field is generated
in the ignition coil. Due to the magnetic field, an electromotive force(EMF) is
induced in the secondary winding causing the voltage to increase up to 50,000 volts.
This high voltage is then transferred to the distributor. The rotor inside the
distributor rotates according to the ignition timing. When the rotor comes exactly in
front of the distributor point, the voltage jumps due to the air gap from the rotor to
the point.
A high voltage is then transferred from the distributor to the spark plug terminal via
a high tension cable. A voltage difference is generated between the central
electrode and the ground electrode. The voltage continues to transfer through the
central electrode which is sealed using the insulator.
When the voltage exceeds the dielectric strength of the gases between these
electrodes, the gases are ionized. Due to ionization, gas becomes a conductor and
allows the current to flow through the gap and thus, the spark is finally produced.
For easy understand refer : https://youtu.be/eo_H8PnevtQ
Advantages of Electronic Ignition System:

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1. This system does not have any moving parts in it because it is been under the
control of the Electronic Ignition Module or Electronic Control Unit(ECU).
2. Due to this, the accuracy increases w.r.t. the spark distribution.
3. This increases the reliability and long life of the rest of the components in the
circuit.
4. This reduces maintenance requirements.
Disadvantages of Electronic Ignition System:
1. The cost of the entire system is very high.

Distributor less Electronic Ignition System

Distributor less Ignition System (DIS) is the ignition system in which the
distributor of the electronic ignition system is replaced with the number of induction
coils i.e. one coil per cylinder or one coil for pair of cylinders, and the timing of the
spark is controlled by an Ignition control unit (ICU) and the Engine control unit
(ECU), which makes this system more efficient and accurate.
Due to the use of multiple ignition coils that provide direct voltage to the spark
plugs. This system is also known as Direct Ignition System (DIS).
The DIS system has less wear & Tear.
The DIS system requires less maintenance.
The spark timing accuracy is increased
These makes the system the most efficient and reliable ignition system till date.
Parts of DIS system :
The components of this ignition system is same as electronic ignition system but
there is no distributor in this system, the components used are-
Battery:
Same as the electronic ignition system, the battery is used as the powerhouse for
the DIS.
Ignition Switch:
It governs the ON and OFF of the ignition system, same as the electronic ignition
system.

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Ignition coil and Ignition Control Module

In the Distributorless ignition system, a complete assembly of ignition coils and
module is used to make the system compact and less complicated.
• Ignition Coils: Unlike the electronic ignition system in which a single ignition
coil is used to generate high voltage ,DIS uses a number of ignition coils i.e.
each coil per spark plug which generates high voltage individually for each
spark plug.
• Ignition Control Module / Unit (ICM /U): It is the programmed instruction
given to the chipset which is responsible for setting the primary coil circuit to
ON or OFF,
Magnetic Triggering Devices:
These are the devices used to control the timing of the spark plug by sensing the
position of the crankshaft and camshaft both, a magnetic triggering device consists
of triggering wheel having teeth along with a sensor, two magnetic triggering
devices are used in Distributorless ignition system that are-
• Camshaft Triggering Device: Mounted on the camshaft and used for sensing
valve timing.
• Crankshaft Triggering Device: Mounted on the crankshaft and used for sensing
the piston position or stroke.
Spark Plug:
It is used to generate spark inside the cylinder.

Working of DIS System:

When the ignition switch is turned ON, the current from the battery stats to flow
through the ignition switch to the electric control unit (which keeps on processing
data and calculating timing) of the vehicle which is connected to the ignition module
and coils assembly,(which makes and breaks the circuit).

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For better understanding see this Video https://youtu.be/MfabSp_Cq2E

The triggering wheels mounted on the camshaft and crankshaft have equally spaced
teethes with one gap, and the position sensors which consists of the magnetic coil
that constantly generates magnetic field as the camshaft and crankshaft rotates.
When these gaps come in front of the positioning sensors, fluctuation in the
magnetic field occurs and the signals of both the sensors are sent to the ignition
module which in turn senses the signals and the current stops to flow in the primary
winding of the coils .and when these gaps go away from the sensors the signals of
both the sensors are sent to the ignition module which turns ON the current to flow
in the primary winding of the coils.
This continuous make and break of the signals generate magnetic field in the coils
which in turn induced EMF in the secondary winding of the coils and increases the
voltage up to 70000 volts.
This high voltage is then sent to the spark plugs and the generation of sparks takes
place.The timing of the spark plugs is controlled by electronic control unit by
continuously processing the data received from the ignition control module.

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