The function of the radiator is to absorb this heat and then dissipate it into or outside the chassis to ensure that the temperature of the computer components is normal. Most radiators absorb heat by contacting the surface of heating components, and then transfer the heat to distant places through various methods, such as the air inside the chassis. The chassis then transfers the hot air to the outside of the chassis to complete the heat dissipation of the computer.
Radiators primarily heat your room using convection. This convection pulls cool air from the bottom of the room and as it passes over the flutes, the air heats up and rises. This circular motion helps block out cold air from your windows and ensures your room stays toasty and warm.
In automobiles and motorcycles with a liquid-cooled internal combustion engine, a radiator is connected to channels running through the engine and cylinder head, through which a liquid (coolant) is pumped. This liquid may be water (in climates where water is unlikely to freeze), but is more commonly a mixture of water and antifreeze in proportions appropriate to the climate. Antifreeze itself is usually ethylene glycol or propylene glycol (with a small amount of corrosion inhibitor).
A typical automotive cooling system comprises:
· a series of galleries cast into the engine block and cylinder head, surrounding the combustion chambers with circulating liquid to carry away heat;
· a radiator, consisting of many small tubes equipped with a honeycomb of fins to dissipate heat rapidly, that receives and cools hot liquid from the engine;
· a water pump, usually of the centrifugal type, to circulate the coolant through the system;
· a thermostat to control temperature by varying the amount of coolant going to the radiator;
· a fan to draw cool air through the radiator.
The combustion process produces a large amount of heat. If heat were allowed to increase unchecked, detonation would occur, and components outside the engine would fail due to excessive temperature. To combat this effect, coolant is circulated through the engine where it absorbs heat. Once the coolant absorbs the heat from the engine it continues its flow to the radiator. The radiator transfers heat from the coolant to the passing air.
Radiators are also used to cool automatic transmission fluids, air conditioner refrigerant, intake air, and sometimes to cool motor oil or power steering fluid. A radiator is typically mounted in a position where it receives airflow from the forward movement of the vehicle, such as behind a front grill. Where engines are mid- or rear-mounted, it is common to mount the radiator behind a front grill to achieve sufficient airflow, even though this requires long coolant pipes. Alternatively, the radiator may draw air from the flow over the top of the vehicle or from a side-mounted grill. For long vehicles, such as buses, side airflow is most common for engine and transmission cooling and top airflow most common for air conditioner cooling.
An earlier construction method was the honeycomb radiator. Round tubes were swaged into hexagons at their ends, then stacked together and soldered. As they only touched at their ends, this formed what became in effect a solid water tank with many air tubes through it.[2]
Some vintage cars use radiator cores made from coiled tube, a less efficient but simpler construction
An earlier construction method was the honeycomb radiator. Round tubes were swaged into hexagons at their ends, then stacked together and soldered. As they only touched at their ends, this formed what became in effect a solid water tank with many air tubes through it.[2]
Some vintage cars use radiator cores made from coiled tube, a less efficient but simpler construction.
Radiators first used downward vertical flow, driven solely by a thermosyphon effect. Coolant is heated in the engine, becomes less dense, and so rises. As the radiator cools the fluid, the coolant becomes denser and falls. This effect is sufficient for low-power stationary engines, but inadequate for all but the earliest automobiles. All automobiles for many years have used centrifugal pumps to circulate the engine coolant because natural circulation has very low flow rates.
A system of valves or baffles, or both, is usually incorporated to simultaneously operate a small radiator inside the vehicle. This small radiator, and the associated blower fan, is called the heater core, and serves to warm the cabin interior. Like the radiator, the heater core acts by removing heat from the engine. For this reason, automotive technicians often advise operators to turn on the heater and set it to high if the engine is overheating, to assist the main radiator.
The engine temperature on modern cars is primarily controlled by a wax-pellet type of thermostat, a valve that opens once the engine has reached its optimum operating temperature.
When the engine is cold, the thermostat is closed except for a small bypass flow so that the thermostat experiences changes to the coolant temperature as the engine warms up. Engine coolant is directed by the thermostat to the inlet of the circulating pump and is returned directly to the engine, bypassing the radiator. Directing water to circulate only through the engine allows the engine to reach optimum operating temperature as quickly as possible whilst avoiding localized "hot spots." Once the coolant reaches the thermostat's activation temperature, it opens, allowing water to flow through the radiator to prevent the temperature from rising higher.
Once at optimum temperature, the thermostat controls the flow of engine coolant to the radiator so that the engine continues to operate at optimum temperature. Under peak load conditions, such as driving slowly up a steep hill whilst heavily laden on a hot day, the thermostat will be approaching fully open because the engine will be producing near maximum power while the velocity of airflow across the radiator is low. (Being a heat exchanger, the velocity of air flow across the radiator has a major effect on its ability to dissipate heat.) Conversely, when cruising fast downhill on a motorway on a cold night on a light throttle, the thermostat will be nearly closed because the engine is producing little power, and the radiator is able to dissipate much more heat than the engine is producing. Allowing too much flow of coolant to the radiator would result in the engine being over-cooled and operating at lower than optimum temperature, resulting in decreased fuel efficiency and increased exhaust emissions. Furthermore, engine durability, reliability, and longevity are sometimes compromised, if any components (such as the crankshaft bearings) are engineered to take thermal expansion into account to fit together with the correct clearances. Another side effect of over-cooling is reduced performance of the cabin heater, though in typical cases it still blows air at a considerably higher temperature than ambient.
The thermostat is therefore constantly moving throughout its range, responding to changes in vehicle operating load, speed, and external temperature, to keep the engine at its optimum operating temperature.
On vintage cars you may find a bellows type thermostat, which has corrugated bellows containing a volatile liquid such as alcohol or acetone. These types of thermostats do not work well at cooling system pressures above about 7 psi. Modern motor vehicles typically run at around 15 psi, which precludes the use of the bellows type thermostat. On direct air-cooled engines, this is not a concern for the bellows thermostat that controls a flap valve in the air passages.
Other factors influence the temperature of the engine, including radiator size and the type of radiator fan. The size of the radiator (and thus its cooling capacity) is chosen such that it can keep the engine at the design temperature under the most extreme conditions a vehicle is likely to encounter (such as climbing a mountain whilst fully loaded on a hot day).
Airflow speed through a radiator is a major influence on the heat it dissipates. Vehicle speed affects this, in rough proportion to the engine effort, thus giving crude self-regulatory feedback. Where an additional cooling fan is driven by the engine, this also tracks engine speed similarly.
Engine-driven fans are often regulated by a fan clutch from the drivebelt, which slips and reduces the fan speed at low temperatures. This improves fuel efficiency by not wasting power on driving the fan unnecessarily. On modern vehicles, further regulation of cooling rate is provided by either variable speed or cycling radiator fans. Electric fans are controlled by a thermostatic switch or the engine control unit. Electric fans also have the advantage of giving good airflow and cooling at low engine revs or when stationary, such as in slow-moving traffic.
Before the development of viscous-drive and electric fans, engines were fitted with simple fixed fans that drew air through the radiator at all times. Vehicles whose design required the installation of a large radiator to cope with heavy work at high temperatures, such as commercial vehicles and tractors would often run cool in cold weather under light loads, even with the presence of a thermostat, as the large radiator and fixed fan caused a rapid and significant drop in coolant temperature as soon as the thermostat opened. This problem can be solved by fitting a radiator blind (or radiator shroud) to the radiator that can be adjusted to partially or fully block the airflow through the radiator. At its simplest the blind is a roll of material such as canvas or rubber that is unfurled along the length of the radiator to cover the desired portion. Some older vehicles, like the World War I-era S.E.5 and SPAD S.XIII single-engined fighters, have a series of shutters that can be adjusted from the driver's or pilot's seat to provide a degree of control. Some modern cars have a series of shutters that are automatically opened and closed by the engine control unit to provide a balance of cooling and aerodynamics as needed.