Can there be two solutions to steady state cooling
Can there be two solutions to steady state cooling
(OP)
Has anyone come across a phenomenon whereby an engine can achieve a stabilised steady state running temperature (for both oil and water)then, due to a change in conditions run at higher temperatures, and finally not be able to return to the original steady state conditions even though all external factors and operating loads have returned to the orginal conditions?





RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
If the engine is stopped and restarted, does it return to normal, or must it be given sufficient time to cool down while not running.
If it requires for it to be stopped and cooled down, does anything on the engine get serviced, adjusted, topped up (coolant level for instance)etc.
What are the changes in conditions that cause the temperature increase.
Regards
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RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
Operating conditions in terms of avergae revs, average throttle opening and average speed for a race car are very similar lap after lap but rad air inlet velocity can be reduced considerably when following another car. Generally, when you get out of the slipstream of another car temperatures will reduce to "normal". In this case, even when you get out of the slipstream and rad air inlet velocity returns to normal the temperatures are staying high.
If the engine is stopped and then re-started a few minutes later the temperatures will run normally. It does not cool significantly in this period. (water maybe 10 degrees and oil 1 or 2)
The increase in temperature during this abnormal running is of the order of 7 degrees on oil and 4 degrees on water.
Hope this helps!
RE: Can there be two solutions to steady state cooling
Is something expanding and causing an obstruction.
Is a suction hose collapsing.
Is the pump impeller slipping at the higher temperature.
What are the temperatures.
What is the coolant.
What is it's boiling point at the lowest pressure seen at the suction side of the pump inlet.
Regards
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RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
another way is to increase the cooling capacity temporarily when needed. an example would be a driver controled air inlet that could be opened for a short time while losing downforce/adding drag but then returned to its original position. maybe just changing for one long straight would be enough to cool it back.
RE: Can there be two solutions to steady state cooling
So long as it works I guess it's OK.
Regards
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RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
At constant power, constant airflow, constant coolant circulation and constant heat exchanger surface, the temperature will change until there is a balance between heat input and heat rejection.
The greater the temperature difference between the air and the coolant, the greater the cooling efficiency of the system.
If everything else remains constant, but the airflow drops, the temperature will go up to obtain a heat input, heat rejection balance at the new airflow.
If the airflow is restored to the original condition, but all else still remains constant, the temperature should return to original to maintain equilibrium or balance in the system.
As I understand it is that in this case, this is not happening, and the question is why.
Regards
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RE: Can there be two solutions to steady state cooling
I will try and answer those questions.
1. It is a very rigid system. It has some silicon hose (very short lengths) but these are aircraft spec and changed very regularly.
2. Ditto
3. The impeller shaft is gear driven and the impeller keyed to the shaft. Bench test results do not indicate slippage
4. The system is designed to run at 130 deg C and has a "do not exceed" temp of 140 degrees C. Typically it will actually run at 120 degrees C and peak at 130 degrees C.
5. The coolant is deionised water with about 5% by volume commercial inhibitor.
6. The pump inlet pressure ranges from around 20 mbar below system pressure at minimum RPM to 110 mbar below system pressure at maximum revs. The system pressure (in these particular test conditions) was around 2.4 bar (absolute) at minimum revs and 2.2 bar (absolute) at maximum revs.
It has still got me scratching my head!
The best reference I have found on heat exchanger design is the classic "Compact Heat Exchangers" by Kays and London. They use the approach of an equilibrium line and an operating line for heat exchangers (on a plot of Th against Tc)
In theory (as always) these are nice straight lines with no hysterisis and providing the operating line is above the equilibrium line you have a cooling system.
However they do not have the same slope and therefore there is an intersection. If we imagined that we were operating near this intersection and had hysterisis then maybe this is an answer?
RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
The system may then run in two different cooling modes fully wetted, or with steam pockets. I am just guessing here, but it may be worth thinking about.
If the waterpump can pressurize the engine against a flow restrictor in the outlet sufficiently, the increased water pressure within the engine can go a long way to preventing steam pockets from forming. This function is usually achieved by the thermostat having a deliberately reduced flow area. A good waterpump should be able to achieve perhaps 50 psi at flat out full power Rpm.
RE: Can there be two solutions to steady state cooling
This non-linear effect happens to me all the time when my engine block cooling jacket thermostat goes bad. It all looks very strange on the gages (both water and oil) until one realizes the thermostat is sticking at various operating points. Run without it, see if you get the same effect.
RE: Can there be two solutions to steady state cooling
However, want to know if this is a phenomenon that appeared sometime down the road of the engine life or it is there from day one, i.e. a design feature ?
Regards
RE: Can there be two solutions to steady state cooling
Regards
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RE: Can there be two solutions to steady state cooling
A slight detonation might put more heat and move the equilibrium point to a level were the detonation is maintained, and you get a self supporting closed loop.
Steam pockets will actually cause the system to absorb less heat from the motor, so the chamber will be hotter, but the coolant cooler.
Could the extra expansion discharge some water at 130 deg, then as it starts to cool the coolant level is reduced and the radiator efficiency is reduced until the water is topped up.
Regards
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RE: Can there be two solutions to steady state cooling
At 3 bar gauge, the boiling point is 144°C but at 2 bar this is 133°. If the low pressure side of the pump impeller is experiencing a pressure drop of 1 bar or more at high rpm, then local cavitation might reduce the pump capacity enough to keep the coolant temperature high after the airflow returns to normal.
The coolant returning from the radiators to the jacket may actually be cooler than normal, but reduced flow rates through the jacket would result in a higher temp after passing through the engine.
Maybe a slower speed for the pump would help, or a redesigned impeller, or a higher system pressure.
Regards,
Jeff
RE: Can there be two solutions to steady state cooling
I have not heard back so you must have replaced the old thermostat by now
1. This appears to be a tricked out racing engine so standard cooling system design criteria may not apply: BUT standard auto thermostats work like this: A return spring holds the thermostat closed (this is the cold engine position). An expanding magic elixir** in the "power pill" hydraulically forces the main poppet open (this is the hot engine position) working against the return spring at a preset rated temperature usually around 180F. The power pill action is very non-linear. So, the thermostat can fail open if the return spring breaks or weakens, OR closed if the magic elixir** in the "power pill" goes liquid and escapes or partially escapes around the piston "o"-ring into the coolant fluid stream, never to return, OR somewhere in between if crud gets in the main poppet seat. Those who like this subject may want to start on AutoStat 101 at:
http
2. We have not discussed the oil lube system. You say it is a dry sump and measure the oil temp in the tank. When you get the "slip stream" spike you are losing viscosity with increasing oil temp. This can have two deleterious effects: 1. the lubrication efficacy drops which can reduce film thickness in such places as the main bearing and push rod journals, driving oil temps even higher, 2. oil pump mass flow output can simultaneously drop also. There may be a hysteresis effect in oil viscosity vs. rising temp. compared to falling temp. This would also lead to two operating points for the same external conditions. Do you have accurate delivery oil pressure measurement for this phenomenon to go along with your temperature maps?
** Back in my Robertshaw days this was a closely guarded company secret concoction.
RE: Can there be two solutions to steady state cooling
Can anyone explain what the logic is behind :
1. 2 to 3 bar pressure maintained in the coolant on the output side of the water-pump
coupled with:
2. A radiator cap with a relief valve rated considerably lower, in the 0.6 to 1.1 bar range ?
Thanks
RE: Can there be two solutions to steady state cooling
Regards
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Please see FAQ731-376 for tips on how to make the best use of Eng-Tips Fora.
RE: Can there be two solutions to steady state cooling
Additional waterpump pressure only occurs within the engine castings, there being a deliberate restriction located at the cylinder head water exit point. This allows the water in contact with the combustion chamber and exhaust ports within the head to resist flash boiling into steam bubbles.
These high temperatures are very localized, so the superheated water quickly mixes to a lower average temperature with the bulk water flow through the rest of the cylinder head.
Average cylinder head water discharge temperature is therefore no real indication of the peak temperatures reached in various critical hot spots within the head.
The rest of the cooling system external to the actual engine is also pressurised, but only to typically 12psi. But here the water is well mixed and the conditions for boiling much less extreme.
Over the years many racers have discovered that removing the thermostat totally, can lead to overheating. The theory being that the water travels too fast through the radiator to cool properly. That is simply not possible.
The real reason is flash boiling within the cylinder head which can very quickly lead to pre ignition, cracked heads or force a lot of water out past the radiator cap.
Once steam bubbles form they grow rapidly and can self sustain. Only backing off the throttle will save it.
If it has to survive more than a couple of seconds of flat out full throttle load at high power, the higher the internal water pressure within the head, the safer it is going to be.
RE: Can there be two solutions to steady state cooling
Thanks for the explanation - I really appreciate it.
The 12 psi pressure rating you state for the rest of the cooling system blends in with the radiator cap rating of standard production cars.
Patprimmer,
True, he made no mention made of radiator cap rating.
The reason I did is that I am building header tanks for the twin-diesels on my boat and the mfgr´s recommended rating is 0.6 Bar, whereas other diesels use 1.1-1.4 bar caps.
RE: Can there be two solutions to steady state cooling
RE: Can there be two solutions to steady state cooling
The book - only if I order it directly from Amazon etc.
As for the formation of steam bubbles and the thermal runaway that ensues (positive feedback), I have witnessed it happen on my port diesel.
Quite dramatic, specially if you are out on the water, to see the coolant being spewed out vigorously via the relief valve in the radiator cap, once you are up and running and the engine comes on load....
Took some painstaking investigation to finally nail it down to retarded injection timing (massive heat rejection, the 2nd Law at it´s most impressive rendering !)