A    B    C    D    E    F    G    H    I    J    K    L    M    N    O    P    Q    R    S    T    U    V    W    X    Y    Z


Wheel change
Save Energy

Ganz neu ...

Ganz neu ...

br> Formulary

Ganz neu ...

Ganz neu ...

Thermodynamics 1
Thermodynamics 2
Thermodynamics 3
Thermodynamics 4
Thermodynamics 5
Thermodynamics 6

Cooling 1

Cooling 2 - Fan Wheel
Cooling 3 - Radiator
Cooling 4 - Maintenance
Cooling 5 - Coolant
Cooling 6 - Repair
Cooling 7 - Fan
Cooling 8 - Vacuum Filling
Cooling 9 - Antifreeze
Cooling 10 - Electronically controlled
Cooling 11 - Thermal Management
Cooling 12 - Summary
Cooling 13 - Heat Pump
How to get engine warm?
Air Cooling
Air-stream Cooling
Air/Liquid Cooling
Blower Cooling
Axial Blower 1
Axial Blower 2
Radial Blower
Liquid Cooling
Cooling Module
Closed Cooling S.
Coolant Pump 1
Coolant Pump 2
Coolant Pump 3
Frost Plug
Hydrostatic Blower
Belt Drive
V-belt Drive
Fuel Vaporization
Electronic Cooling 1
Thermosiphon Cooling
Visc. Cooling Fan 1
Visc. Cooling Fan 2
Oil Cooling
Heat Exchanger
Charge Ait Cooler 1
Charge Ait Cooler 2
Fuel Cooling

Cooling 1
Cooling 2
Cooling 3
Cooling 4
Cooling 5
Cooling 6
Cooling 7
Cooling 8
Cooling 9
Cooling 10
Cooling 11
Cooling 12
Cooling 13

Cooling 3 - Radiator

Previous page ...

Vast research in the engine compartment

The construction of radiators is one of the more intensively researched areas in the vehicle sector. Available on this subject is a great deal of extensive software literature, experience and measurements with the complete module, and studies concerning the wind behaviour in the engine compartment (wind tunnel). Aerodynamics experts do not like the radiator. They would prefer to hermetically seal off the engine compartment up front. Because this is not at all possible with an internal combustion engine, nowadays the wind resistance in the engine compartment is optimised, by the re-aligning and transforming of components.

Flat tubing-, ribbing-network, synthetic water container

The inside of the radiator is formed by the so-called radiator network. This consists of (flat) tubing and ribbing, (figure 1) which increase the surface area. On the side they join the side plates which are connected to the bottom of the pipes. A long time ago, when the car was developing, much heavier brass was used, which still allowed these radiators to be repaired. Nowadays, the network is made of aluminium and the water tanks on the sides, of reinforced synthetics (polyamide). A gasket is inserted into the connection between the two parts. By border-crimping the aluminium part, a permanent airtight connection is achieved (figure 2).

Soldered or mostly pressed pipe joints

The radiator cannot be completely made out of synthetics, because its ability to transfer heat is too unfavourable. It is, however, possible to produce the network and side plates from die-cast aluminium for the upper-class models (figure 1). In this case, the radiators are, as with aluminium synthetic radiators, still soldered, whereas the lower performance models are joined mechanically by pipe-expansion. The water tanks are sometimes a little larger, thus creating place for additional heat exchangers, (e.g., gearbox oil cooler) of which only the two ends are visible.

Radiators connected in series, warnings

Figure 3 shows the combination of a condenser for the air-conditioning, and the radiator, pooled into one space-saving unit. On the sides are the reservoir and compensation tank for the air-conditioning. Figure 4 shows the set-up in a truck with front-mounted intercooler. The signs in figure 5 show which frost protection is to be used, and warn against direct spraying of the aluminium radiator with high-pressure cleaners. 10/08

Next page ...