Does antifreeze go in the engine coolant spot along with the radiator spot?


The antifreeze is put in different places on vehicles.But it's most commonly to the left of the engine underneath the bonnet.

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Propylene glycol
Propane-1,2-diol Propylene glycol; α-Propylene glycol; 1,2-Propanediol; 1,2-Dihydroxypropane; Methyl ethyl glycol (MEG); Methylethylene glycol CC(O)CO InChI=1S/C3H8O2/c1-3(5)2-4/h3-5H,2H2,1H3Yes 
Key: DNIAPMSPPWPWGF-UHFFFAOYSA-NYes  -59 °C, 214 K, -74 °F 188.2 °C, 461 K, 371 °F Propylene glycol, also called 1,2-propanediol or propane-1,2-diol, is an organic compound (a diol or double alcohol) with formula C3H8O2. It is a colorless, nearly odorless, clear, viscous liquid with a faintly sweet taste, hygroscopic and miscible with water, acetone, and chloroform. The compound is sometimes called α-propylene glycol to distinguish it from the isomer propane-1,3-diol (β-propylene glycol). Propylene glycol is a clear, colorless and hygroscopic liquid. Propylene glycol contains an asymmetrical carbon atom, so it exists in two stereoisomers. The commercial product is a racemic mixture. Pure optical isomers can be obtained by hydration of optically pure propylene oxide. The freezing point of water is depressed when mixed with propylene glycol owing to the effects of dissolution of a solute in a solvent (freezing-point depression); in general, glycols are non-corrosive, have very low volatility and very low toxicity (however, ethylene glycol is toxic to humans and many animals). Industrially, propylene glycol is produced from propylene oxide, and global capacity in 1990 was 900,000 tonnes per year. Different manufacturers use either non-catalytic high-temperature process at to , or a catalytic method, which proceeds at to in the presence of ion exchange resin or a small amount of sulfuric acid or alkali. Final products contain 20% propylene glycol, 1.5% of dipropylene glycol and small amounts of other polypropylene glycols. Further purification produces finished industrial grade or USP/JP/EP/BP grade propylene glycol that is typically 99.5% or greater. Propylene glycol can also be converted from glycerol, a biodiesel byproduct. (S)-Propanediol may be synthesized from -mannitolD, through the following scheme: 45% of propylene glycol produced is used as chemical feedstock for the production of unsaturated polyester resins. In this regard, propylene glycol reacts with a mixture of unsaturated maleic anhydride and isophthalic acid to give a copolymer. This partially unsaturated polymer undergoes further crosslinking to yield thermoset plastics. Related to this application, propylene glycol reacts with propylene oxide to give oligomers and polymers that are used to produce polyurethanes. Propylene glycol is considered generally recognized as safe (GRAS) by the U.S. Food and Drug Administration, and it is used as an humectant (E1520), solvent, and preservative in food and for tobacco products, as well as being the major ingredient in the liquid used in electronic cigarettes. It is also used in pharmaceutical and personal care products. Propylene glycol is a solvent in many pharmaceuticals, including oral, injectable and topical formulations, such as for diazepam and lorazepam that are insoluble in water, use propylene glycol as a solvent in their clinical, injectable forms. Like ethylene glycol, propylene glycol is able to lower the melting point of water, and so it is used as aircraft de-icing fluid. It is similarly used as automotive antifreeze. Water-propylene glycol mixtures dyed pink to indicate the mixture is relatively nontoxic are sold under the name of RV or marine antifreeze. It is also used to winterize a vacant structure. The eutectic composition/temperature is 60:40 propylene glycol:water/-60°C. The -50°F/-45°C commercial product is, however, water rich; a typical formulation is 40:60. Propylene glycol is a minor ingredient in the oil dispersant Corexit, used in great quantities during the Deepwater Horizon oil spill. The acute oral toxicity of propylene glycol is very low, and large quantities are required to cause perceptible health damage in humans; propylene glycol is metabolized in the human body into pyruvic acid (a normal part of the glucose-metabolism process, readily converted to energy), acetic acid (handled by ethanol-metabolism), lactic acid (a normal acid generally abundant during digestion), and propionaldehyde (a potentially hazardous substance). Serious toxicity generally occurs only at plasma concentrations over 1 g/L, which requires extremely high intake over a relatively short period of time. It would be nearly impossible to reach toxic levels by consuming foods or supplements, which contain at most 1 g/kg of PG. Cases of propylene glycol poisoning are usually related to either inappropriate intravenous administration or accidental ingestion of large quantities by children. The potential for long-term oral toxicity is also low. In one study, in 1972, 12 rats were provided with feed containing as much as 5% PG in feed over a period of 104 weeks and they showed no apparent ill effects; no data on offspring was offered. Because of its low chronic oral toxicity, propylene glycol was classified by the U. S. Food and Drug Administration as "generally recognized as safe" (GRAS) for use as a direct food additive. Prolonged contact with propylene glycol is essentially non-irritating to the skin. Undiluted propylene glycol is minimally irritating to the eye, and can produce slight transient conjunctivitis (the eye recovers after the exposure is removed). Exposure to mists may cause eye irritation, as well as upper respiratory tract irritation. Inhalation of the propylene glycol vapors appears to present no significant hazard in ordinary applications. However, limited human experience indicates that inhalation of propylene glycol mists could be irritating to some individuals. It is therefore recommended that propylene glycol not be used in applications where inhalation exposure or human eye contact with the spray mists of these materials is likely, such as fogs for theatrical productions or antifreeze solutions for emergency eye wash stations Propylene glycol does not cause sensitization and it shows no evidence of being a carcinogen or of being genotoxic. Adverse responses to intravenous administration of drugs which use PG as an excipient have been seen in a number of people, particularly with large dosages thereof. Responses may include "hypotension, bradycardia... QRS and T abnormalities on the ECG, arrhythmia, cardiac arrest, serum hyperosmolality, lactic acidosis, and haemolysis". A high percentage (12% to 42%) of directly-injected propylene glycol is eliminated/secreted in urine unaltered depending on dosage, with the remainder appearing in its glucuronide-form. The speed of renal filtration decreases as dosage increases, which may be due to propylene glycol's mild anesthetic / CNS-depressant -properties as an alcohol. In one case, intravenous administration of propylene glycol-suspended nitroglycerin to an elderly man may have induced coma and acidosis. According to a 2010 study by Karlstad University, the concentrations of PGEs, propylene glycol and glycol ethers in indoor air, particularly bedroom air, has been linked to increased risk of developing numerous respiratory and immune disorders in children, including asthma, hay fever, eczema, and allergies, with increased risk ranging from 50% to 180%. This concentration has been linked to use of water-based paints and water-based system cleansers. Propylene glycol is an approved food additive for dog food under the category of animal feed and is generally recognized as safe for dogs, with an 50LD of 9 mL/kg. The LD50 is higher for most laboratory animals (20 mL/kg). Similarly, propylene glycol is an approved food additive for human food as well. The exception is that it is prohibited for use in food for cats due to links to Heinz body anemia. Research has suggested that individuals who cannot tolerate propylene glycol probably experience a special form of irritation, but that they only rarely develop allergic contact dermatitis. Other investigators believe that the incidence of allergic contact dermatitis to propylene glycol may be greater than 2% in patients with eczema. Patients with vulvodynia and interstitial cystitis may be especially sensitive to propylene glycol. Women suffering with yeast infections may also notice that some OTC creams can cause intense burning. Post menopausal women who require the use of an estrogen cream may notice that brand name creams made with propylene glycol often create extreme, uncomfortable burning along the vulva and perianal area. A Swedish study published in 2010 strongly suggests a connection between airborne concentrations of propylene glycol in houses and development of asthma and allergic reactions, such as rhinitis, in children. Propylene glycol is known to exert high levels of biochemical oxygen demand (BOD) during degradation in surface waters. This process can adversely affect aquatic life by consuming oxygen aquatic organisms need to survive. Large quantities of dissolved oxygen (DO) in the water column are consumed when microbial populations decompose propylene glycol. Sufficient dissolved oxygen levels in surface waters are critical for the survival of fish, macroinvertebrates, and other aquatic organisms. If oxygen concentrations drop below a minimum level, organisms emigrate, if able and possible, to areas with higher oxygen levels or eventually die. This effect can drastically reduce the amount of usable aquatic habitat. Reductions in DO levels can reduce or eliminate bottom-feeder populations, create conditions that favor a change in a community’s species profile, or alter critical food-web interactions. The chemical makes up 1-5% of the oil dispersant Corexit, used in great quantities during the Deepwater Horizon oil spill. Corexit has come under scrutiny for possible adverse effects on marine life and humans that are exposed to it.

Radiator (engine cooling)
Radiators are used for cooling internal combustion engines, mainly in automobiles but also in piston-engined aircraft, railway locomotives, motorcycles, stationary generating plant or any similar use of such an engine. Internal combustion engines are often cooled by passing a liquid called engine coolant through the engine block, where it is heated, then through the radiator itself where it loses heat to the atmosphere, and then back to the engine in a closed loop. Engine coolant is usually water-based, but may also be oil. It is common to employ a water pump to force the engine coolant to circulate, and also for an axial fan to force air through the radiator. 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). The radiator transfers the heat from the fluid inside to the air outside, thereby cooling the fluid, which in turn cools the engine. Radiators are also often used to cool automatic transmission fluids, air conditioner refrigerant, intake air, and sometimes to cool motor oil or power steering fluid. Radiators are typically mounted in a position where they receive 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. Automobile radiators are constructed of a pair of header tanks, linked by a core with many narrow passageways, thus a high surface area relative to its volume. This core is usually made of stacked layers of metal sheet, pressed to form channels and soldered or brazed together. For many years radiators were made from brass or copper cores soldered to brass headers. Modern radiators save money and weight by using plastic headers and may use aluminium cores. This construction is less easily repaired than traditional materials. 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. 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. The engine temperature is primarily controlled by a wax-pellet type of thermostat, a valve which 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 temperature to reach optimum operating temperature as quickly as possible whilst avoiding localised "hot spots." Once the coolant reaches the thermostat's activation temperature, it opens, allowing water to flow through the radiator to prevent the temperature 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 to maximum power while the velocity of air flow across the radiator is low. (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. A side effect of this would be that the passenger compartment heater would not be able to put out enough heat to keep the passengers warm. The fuel efficiency would also suffer. 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. 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 loses. 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 viscous-drive 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 to the radiator which 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. Because the thermal efficiency of internal combustion engines increases with internal temperature, the coolant is kept at higher-than-atmospheric pressure to increase its boiling point. A calibrated pressure-relief valve is usually incorporated in the radiator's fill cap. This pressure varies between models, but typically ranges from 9 psi (0.6 bar) to 15 psi (1.0 bar). As the coolant expands with increasing temperature, its pressure in the closed system must increase. Ultimately, the pressure relief valve opens, and excess fluid is dumped into an overflow container. Fluid overflow ceases when the thermostat modulates the rate of cooling to keep the temperature of the coolant at optimum. When the engine coolant cools and contracts (as conditions change or when the engine is switched off), the fluid is returned to the radiator through additional valving in the cap. Before World War II, engine coolant was usually plain water. Antifreeze was used solely to control freezing, and this was often only done in cold weather. Development in high-performance aircraft engines required improved coolants with higher boiling points, leading to the adoption of glycol or water-glycol mixtures. These led to the adoption of glycols for their antifreeze properties. Since the development of aluminium or mixed-metal engines, corrosion inhibition has become even more important than antifreeze, and in all regions and seasons. On this type of system][, if the coolant in the overflow container gets too low, fluid transfer to overflow will cause an increased loss by vaporizing the engine coolant. Severe engine damage can be caused by overheating, by overloading or system defect, when the coolant is evaporated to a level below the water pump. This can happen without warning, because at that point, the sending units are not exposed to the coolant to indicate the excessive temperature. Opening a hot radiator drops the system pressure immediately and may cause a sudden ebullition of super-heated coolant. Therefore, since opening the cap on a hot radiator can result in steam burns to the unwary person, radiator caps often contains a mechanism that attempts to relieve the internal pressure before the cap can be fully opened. The invention of the automobile water radiator is attributed to Karl Benz. Wilhelm Maybach designed the first honeycomb radiator for the Mercedes 35hp. It is sometimes necessary for a car to be equipped with a second, or auxiliary, radiator to increase the cooling capacity, when the size of the original radiator cannot be increased. The second radiator is plumbed in series with the main radiator in the circuit. This was the case when the Audi 100 was first turbocharged creating the 200. These are not to be confused with intercoolers. Some engines have an oil cooler, a separate small radiator to cool the engine oil. Cars with an automatic transmission often have extra connections to the radiator, allowing the transmission fluid to transfer its heat to the coolant in the radiator. These may be either oil-air radiators, as for a smaller version of the main radiator. More simply they may be oil-water coolers, where an oil pipe is inserted inside the water radiator. As water is denser than air, this offers comparable cooling (within limits) from a less complex and thus cheaper oil cooler. Less commonly, power steering fluid, brake fluid, and other hydraulic fluids may be cooled by an auxiliary radiator on a vehicle. Turbo charged or supercharged engines may have an intercooler, which is an air-to-air or air-to-water radiator used to cool the incoming air charge—not to cool the engine. Aircraft with liquid-cooled piston engines (usually inline engines rather than radial) also require radiators. As airspeed is higher than for cars, these are efficiently cooled in flight, and so do not require large areas or cooling fans. Many high-performance aircraft however suffer extreme overheating problems when idling on the ground - a mere 7 minutes for a Spitfire. This is similar to Formula 1 cars of today, when stopped on the grid with engines running they require ducted air forced into their radiator pods to prevent overheating. Reducing drag is a major goal in aircraft design, including the design of cooling systems. An early technique was to take advantage of an aircraft's abundant airflow to replace the honeycomb core (many surfaces, with a high ratio of surface to volume) by a surface mounted radiator. This uses a single surface blended into the fuselage or wing skin, with the coolant flowing through pipes at the back of this surface. Such designs were seen mostly on World War I aircraft. As they are so dependent on airspeed, surface radiators are even more prone to overheating when ground-running. Racing aircraft such as the Supermarine S.6B, a racing seaplane with radiators built into the upper surfaces of its floats, have been described as "being flown on the temperature gauge" as the main limit on their performance. Surface radiators have also been used by a few high-speed racing cars, such as Malcolm Campbell's Blue Bird of 1928. It is generally a limitation of most cooling systems that the cooling fluid not be allowed to boil, as the need to handle gas in the flow greatly complicates design. For a water cooled system, this means that the maximum amount of heat transfer is limited by the specific heat capacity of water and the difference in temperature between ambient and 100°C. This provides more effective cooling in the winter, or at higher altitudes where the temperatures are low. Another effect that is especially important in aircraft cooling is that the specific heat capacity changes with pressure, and this pressure changes more rapidly with altitude than the drop in temperature. Thus, generally, liquid cooling systems lose capacity as the aircraft climbs. This was a major limit on performance during the 1930s when the introduction of turbosuperchargers first allowed convenient travel at altitudes above 15,000 ft, and cooling design became a major area of research. The most obvious, and common, solution to this problem was to run the entire cooling system under pressurization. This maintained the specific heat capacity at a constant value, while the outside air temperature continued to drop. Such systems thus improved cooling capability as they climbed. For most uses, this solved the problem of cooling high-performance piston engines, and almost all liquid-cooled aircraft engines of the World War II period used this solution. However, pressurized systems were also more complex, and far more susceptible to damage - as the cooling fluid was under pressure, even minor damage in the cooling system like a single rifle-calibre bullet hole, would cause the liquid to rapidly spray out of the hole. Failures of the cooling systems were, by far, the leading cause of engine failures. Although it is more difficult to build a cooling system able to handle steam, it is by no means impossible. The key requirement is to provide a system that condenses the steam back into fluid before passing it back into the pumps and completing the cooling loop. Such a system can take advantage of the specific heat of vaporization, which in the case of water is five times the specific heat capacity in the liquid form. Additional gains may be had by allowing the steam to become superheated. Such systems, known as evaporative coolers, were the topic of considerable research in the 1930s. Consider two cooling systems that are otherwise similar, operating at an ambient air temperature is 20°C. An all-liquid design might operate between 30°C and 90°C, offering 60°C of temperature difference to carry away heat. An evaporative cooling system might operate between 80°C and 110°C, which at first glance appears to be less, but this overlooks the enormous amount of energy soaked up during the generation of steam, equivalent to 500°C. In effect, the evaporative version is operating between 80°C and 560°C, a 580°C effective temperature difference. Such a system can be effective even with much smaller amounts of water. The downside to the evaporative cooling is the area of the condensers required to cool the steam back below the boiling point. As steam is much less dense than water, a correspondingly larger surface area is needed to provide enough airflow to cool the steam back down. The Rolls-Royce Goshawk design of 1933 used conventional radiator-like condensers and this proved to be a serious problem for drag. In Germany, the Günter brothers developed an alternative design combining evaporative cooling and surface radiators spread all over the aircraft wings, fuselage and even the rudder. Several aircraft were built using their design and set numerous performance records, notably the Heinkel He 119 and Heinkel He 100. However, these systems required numerous pumps to return the fluid from the spread-out radiators and proved to be extremely difficult to keep running properly. Efforts to develop this system had generally been abandoned by 1940. An aircraft radiator comprises a duct wherein heat is added. As a result, this is effectively a jet engine. High-performance piston aircraft with well-designed low-drag radiators (notably the P-51 Mustang) derived thrust from this effect. The thrust was significant enough to offset the drag of the duct the radiator was enclosed in and allowed the aircraft to achieve zero cooling drag. At one point, there were even plans to equip the Spitfire with a ramjet, by injecting fuel into this duct after the radiator and igniting it. Although ramjets normally require a supersonic airspeed, this light-up speed can be reduced where heat is being added, such as in a radiator duct. Engines for stationary plant are normally cooled by radiators in the same way as automobile engines. However, in some cases, evaporative cooling is used via a cooling tower.

An antifreeze is a chemical additive which lowers the freezing point of a water-based liquid. An antifreeze mixture is used to achieve freezing-point depression for cold environments and also achieves boiling-point elevation ("anti-boil") to allow higher coolant temperature. Freezing and boiling points are colligative properties of a solution, which depend on the concentration of the dissolved substance. Because water has good properties as a coolant, antifreeze is used in internal combustion engines and other heat transfer applications, such as HVAC chillers and solar water heaters. The purpose of antifreeze is to prevent a rigid enclosure from undergoing catastrophic deformation due to expansion when water turns to ice. Commercially, either the additive or the mixture may be referred to as antifreeze. Careful selection of an antifreeze can enable a wide temperature range in which the mixture remains in the liquid phase, which is critical to efficient heat transfer and the proper functioning of heat exchangers. Antifreezes are commonly used for de-icing such as for aircraft wings. Salts are frequently used for de-icing, but salt solutions are not used for cooling systems due to corrosion. Most automotive engines are "water"-cooled to remove waste heat, although the "water" is actually antifreeze/water mixture and not plain water. The term engine coolant is widely used in the automotive industry, which covers its primary function of convective heat transfer for internal combustion engines. When used in an automotive context, corrosion inhibitors are added to help protect vehicles' radiators, which often contain a range of electrochemically incompatible metals (aluminum, cast iron, copper, brass, solder, et cetera). Water pump seal lubricant is also added. Antifreeze was developed to overcome the shortcomings of water as a heat transfer fluid. In some engines freeze plugs (engine block expansion plugs) are placed in areas of the engine block where coolant flows in order to protect the engine from freeze damage if the ambient temperature drops below the freezing point of the antifreeze/water mixture. These should not be confused with core plugs, whose purpose is to allow removal of sand used in the casting process of engine blocks (core plugs will be pushed out if the coolant freezes, though). On the other hand, if the engine coolant gets too hot, it might boil while inside the engine, causing voids (pockets of steam), leading to localized hot spots and the catastrophic failure of the engine. If plain water were to be used as an engine coolant, it would promote galvanic corrosion. Proper engine coolant and a pressurized coolant system can help obviate the problems which make plain water incompatible with automotive engines. With proper antifreeze a wide temperature range can be tolerated by the engine coolant, such as to for 50% (by volume) propylene glycol diluted with water and a 15 psi pressurized coolant system. Early engine coolant antifreeze was methanol (methyl alcohol), still used in windshield washer fluid. As radiator caps were vented, not sealed, the methanol was lost to evaporation, requiring frequent replenishment to avoid freezing of the coolant. Methanol also accelerates corrosion of the metals, especially aluminium, used in the engine and cooling systems. Ethylene glycol was developed, and soon replaced methanol as an engine cooling system antifreeze. It has a very low volatility compared to methanol and to water. The most common water-based antifreeze solutions used in electronics cooling are mixtures of water and either ethylene glycol (EGW) or propylene glycol (PGW). The use of ethylene glycol has a longer history, especially in the automotive industry. However, EGW solutions formulated for the automotive industry often have silicate based rust inhibitors that can coat and/or clog heat exchanger surfaces. The use of PGW as a coolant is becoming more common primarily because it is environmentally friendly and non-toxic. Ethylene glycol is listed as a toxic chemical requiring care in handling and disposal. Ethylene glycol has desirable thermal properties, including a high boiling point, low freezing point, stability over a wide range of temperatures, and high specific heat and thermal conductivity. It also has a low viscosity and, therefore reduced pumping requirements. Although EGW has more desirable physical properties than PGW, the latter coolant is used in applications where toxicity might be a concern. PGW is generally recognized as safe for use in food or food processing applications, and can also be used in enclosed spaces. Most antifreeze is made by mixing distilled water with some kind of alcohol. Methanol (also known as methyl alcohol, carbinol, wood alcohol, wood naphtha or wood spirits) is a chemical compound with chemical formula CH3OH. It is the simplest alcohol, and is a light, volatile, colorless, flammable, poisonous liquid with a distinctive odor that is somewhat milder and sweeter than ethanol (ethyl alcohol). At room temperature, it is a polar solvent and is used as an antifreeze, solvent, fuel, and as a denaturant for ethyl alcohol. It is not popular for machinery, but may be found in automotive windshield washer fluid, de-icers, and gasoline additives. Ethylene glycol solutions became available in 1926 and were marketed as "permanent antifreeze" since the higher boiling points provided advantages for summertime use as well as during cold weather. They are used today for a variety of applications, including automobiles, but gradually being replaced by propylene glycol due to its lower toxicity. Ethylene glycol is poisonous to humans and other animals, and should be handled carefully and disposed of properly. Its sweet taste can lead to accidental ingestion or allow its deliberate use as a murder weapon. Ethylene glycol is difficult to detect in the body, and causes symptoms—including intoxication, severe diarrhea, and vomiting—that can be confused with other illnesses or diseases. Its metabolism produces calcium oxalate, which crystallizes in the brain, heart, lungs, and kidneys, damaging them; depending on the level of exposure, accumulation of the poison in the body can last weeks or months before causing death, but death by acute kidney failure can result within 72 hours if the individual does not receive appropriate medical treatment for the poisoning. Some ethylene glycol antifreeze mixtures contain an embittering agent, such as denatonium, to discourage accidental or deliberate consumption. Propylene glycol, on the other hand, is considerably less toxic than ethylene glycol and may be labeled as "non-toxic antifreeze". It is used as antifreeze where ethylene glycol would be inappropriate, such as in food-processing systems or in water pipes in homes where incidental ingestion may be possible. As confirmation of its relative non-toxicity, the FDA allows propylene glycol to be added to a large number of processed foods, including ice cream, frozen custard, and baked goods. Propylene glycol oxidizes when exposed to air and heat, forming lactic acid. If not properly inhibited, this fluid can be very corrosive,][ so pH buffering agents are often added to propylene glycol, to prevent acidic corrosion of metal components. Besides cooling system corrosion, biological fouling also occurs. Once bacterial slime starts to grow, the corrosion rate of the system increases. Maintenance of systems using glycol solution includes regular monitoring of freeze protection, pH, specific gravity, inhibitor level, color, and biological contamination. Propylene glycol should be replaced when it turns a reddish color. Once used for automotive antifreeze, glycerol has the advantage of being non-toxic, withstands relatively high temperatures, and is noncorrosive. Like ethylene glycol and propylene glycol, glycerol is a non-ionic kosmotrope that forms strong hydrogen bonds with water molecules, competing with water-water hydrogen bonds. This disrupts the crystal lattice formation of ice unless the temperature is significantly lowered. The minimum freezing point temperature is at about −36 °F / −37.8 °C corresponding to 60–70% glycerol in water. Glycerol was historically used as an antifreeze for automotive applications before being replaced by ethylene glycol, which has a lower freezing point. While the minimum freezing point of a glycerol-water mixture is higher than an ethylene glycol-water mixture, glycerol is not toxic and is being reexamined for use in automotive applications. Glycerol is mandated for use as an antifreeze in many sprinkler systems. In the laboratory, glycerol is a common component of solvents for enzymatic reagents stored at temperatures below 0 °C due to the depression of the freezing temperature of solutions with high concentrations of glycerol. It is also used as a cryoprotectant where the glycerol is dissolved in water to reduce damage by ice crystals to laboratory organisms that are stored in frozen solutions, such as bacteria, nematodes, and mammalian embryos. Once antifreeze has been mixed with water and put into use, it periodically needs to be maintained. If engine coolant leaks, boils, or if the cooling system needs to be drained and refilled, the antifreeze's freeze protection will need to be considered. In other cases a vehicle may need to be operated in a colder environment, requiring more antifreeze and less water. Three methods are commonly employed to determine the freeze point of the solution: Although ethylene glycol hydrometers are widely available and mass-marketed for antifreeze testing, they give false readings at high temperatures because specific gravity changes with temperature. Propylene glycol solutions cannot be tested using specific gravity because of ambiguous results (40% and 100% solutions have the same specific gravity). Most commercial antifreeze formulations include corrosion inhibiting compounds, and a colored dye (commonly a green, red, orange, yellow, or blue fluorescent) to aid in identification. A 1:1 dilution with water is usually used, resulting in a freezing point of about , depending on the formulation. In warmer or colder areas, weaker or stronger dilutions are used, respectively, but a range of 40%/60% to 60%/40% is frequently specified to ensure corrosion protection, and 70%/30% for maximum freeze prevention down to . Traditionally, there were two major corrosion inhibitors used in vehicles: silicates and phosphates. American made vehicles traditionally used both silicates and phosphates. European makes contain silicates and other inhibitors, but no phosphates. Japanese makes traditionally use phosphates and other inhibitors, but no silicates. Certain cars are built with organic acid technology (OAT) antifreeze (e.g., DEX-COOL), or with a hybrid organic acid technology (HOAT) formulation (e.g., Zerex G-05), both of which are claimed to have an extended service life of five years or 240,000 km (150,000 mi). DEX-COOL specifically has caused controversy. Litigation has linked it with intake manifold gasket failures in General Motors' (GM's) 3.1L and 3.4L engines, and with other failures in 3.8L and 4.3L engines. One of the anti-corrosion components presented as Sodium or Potassium 2-ethylhexanoate and Ethylhexanoic acid is incompatible with Nylon 6,6 and Silicone rubber, and is known as Plasticizer. Class action lawsuits were registered in several states, and in Canada, to address some of these claims. The first of these to reach a decision was in Missouri where a settlement was announced early in December 2007. Late in March 2008, GM agreed to compensate complainants in the remaining 49 states. GM (Motors Liquidation Company) filed for bankruptcy in 2009, which tied up the outstanding claims until a court determines who gets paid. According to the DEX-COOL manufacturer, "mixing a 'green' [non-OAT] coolant with DEX-COOL reduces the batch's change interval to 2 years or 30,000 miles, but will otherwise cause no damage to the engine." DEX-COOL antifreeze uses two inhibitors: sebacate and 2-EHA (2-ethylhexanoic acid), the latter which works well with the hard water found in the US, but is a plasticizer which can cause gaskets to leak. According to internal GM documents,][ the ultimate culprit appears to be operating vehicles for long periods of time with low coolant levels. The low coolant is caused by pressure caps that fail in the open position. (The new caps and recovery bottles were introduced at the same time as DEX-COOL). This exposes hot engine components to air and vapors, causing corrosion and contamination of the coolant with iron oxide particles, which in turn can aggravate the pressure cap problem as contamination holds the caps open permanently. Honda and Toyota's new extended life coolant use OAT with sebacate but without the 2-EHA. Some added phosphates provide protection while the OAT builds up. Honda specifically excludes 2-EHA from their formulas. Typically OAT antifreeze contains an orange dye to differentiate it from the conventional glycol-based coolants (green or yellow). Some of the newer OAT coolants claim to be compatible with all types of OAT and glycol-based coolants; these are typically green or yellow in color (for a table of colors, see). HOAT coolants typically mix an OAT with a traditional inhibitor, such as silicates or phosphates. G05 is a low-silicate, phosphate free formula that includes the benzoate inhibitor. All automotive antifreeze formulations, including the newer organic acid (OAT antifreeze) formulations, are environmentally hazardous because of the blend of additives (around 5%), including lubricants, buffers and corrosion inhibitors. Because the additives in antifreeze are proprietary, the material safety data sheets (MSDS) provided by the manufacturer list only those compounds which are considered to be significant safety hazards when used in accordance with the manufacturer's recommendations. Common additives include sodium silicate, disodium phosphate, sodium molybdate, sodium borate, and dextrin (hydroxyethyl starch). Disodium fluorescein dyes are added to antifreeze to help trace the source of leaks, and as an identifier since some different formulations are incompatible. Automotive antifreeze has a characteristic odor due to the additive tolytriazole, a corrosion inhibitor. The unpleasant odor in industrial use tolytriazole comes from impurities in the product that are formed from the toluidine isomers (ortho-, meta- and para-toluidine) and meta-diamino toluene which are side-products in the manufacture of tolytriazole. These side-products are highly reactive and produce volatile aromatic amines which are responsible for the unpleasant odor.

A coolant is a fluid which flows through or around a device to prevent its overheating, transferring the heat produced by the device to other devices that use or dissipate it. An ideal coolant has high thermal capacity, low viscosity, is low-cost, non-toxic, and chemically inert, neither causing nor promoting corrosion of the cooling system. Some applications also require the coolant to be an electrical insulator. While the term coolant is commonly used in automotive and HVAC applications, in industrial processing, heat transfer fluid is one technical term more often used, in high temperature as well as low temperature manufacturing applications. Another industrial sense of the word covers cutting fluids. The coolant can either keep its phase and stay liquid or gaseous, or can undergo a phase transition, with the latent heat adding to the cooling efficiency. The latter, when used to achieve low temperatures, is more commonly known as refrigerant. Air is a common form of a coolant. Air cooling uses either convective airflow (passive cooling), or a forced circulation using fans. Hydrogen is used as a high-performance gaseous coolant. Its thermal conductivity is higher than all other gases, it has high specific heat capacity, low density and therefore low viscosity, which is an advantage for rotary machines susceptible to windage losses. Hydrogen-cooled turbogenerators are currently the most common electrical generators in large power plants. Inert gases are used as coolants in gas-cooled nuclear reactors. Helium has a low tendency to absorb neutrons and become radioactive. Carbon dioxide is used in Magnox and AGR reactors. Sulfur hexafluoride is used for cooling and insulating of some high-voltage power systems (circuit breakers, switches, some transformers, etc.). Steam can be used where high specific heat capacity is required in gaseous form and the corrosive properties of hot water are accounted for. The most common coolant is water. Its high heat capacity and low cost makes it a suitable heat-transfer medium. It is usually used with additives, like corrosion inhibitors and antifreeze. Antifreeze, a solution of a suitable organic chemical (most often ethylene glycol, diethylene glycol, or propylene glycol) in water, is used when the water-based coolant has to withstand temperatures below 0 °C, or when its boiling point has to be raised. Betaine is a similar coolant, with the exception that it is made from pure plant juice, and is therefore not toxic or difficult to dispose of ecologically. Very pure deionized water, due to its relatively low electrical conductivity, is used to cool some electrical equipment, often high-power transmitters and high-power vacuum tubes. Heavy water is a neutron moderator used in some nuclear reactors; it also has a secondary function as their coolant. Light water reactors, both boiling water and pressurised water reactors the most common type, use ordinary (light) water. Polyalkylene glycol (PAG) is used as high temperature, thermally stable heat transfer fluids exhibiting strong resistance to oxidation. Modern PAG's can also be non-toxic and non-hazardous. Cutting fluid is a coolant that also serves as a lubricant for metal-shaping machine tools. Oils are used for applications where water is unsuitable. With higher boiling points than water, oils can be raised to considerably higher temperatures (above 100 degrees Celsius) without introducing high pressures within the container or loop system in question. Fuels are frequently used as coolants for engines. A cold fuel flows over some parts of the engine, absorbing its waste heat and being preheated before combustion. Kerosene and other jet fuels frequently serve in this role in aviation engines. Freons were frequently used for immersive cooling of e.g. electronics. Refrigerants are coolants used for reaching low temperatures by undergoing phase change between liquid and gas. Halomethanes were frequently used, most often R-12 and R-22, but due to environmental concerns are being phased out, often with liquified propane or other haloalkanes like R-134a. Anhydrous ammonia is frequently used in large commercial systems, and sulfur dioxide was used in early mechanical refrigerators. Carbon dioxide (R-744) is used as a working fluid in climate control systems for cars, residential air conditioning, commercial refrigeration, and vending machines. Heat pipes are a special application of refrigerants. Liquid fusible alloys can be used as coolants in applications where high temperature stability is required, e.g. some fast breeder nuclear reactors. Sodium (in sodium cooled fast reactors) or sodium-potassium alloy NaK are frequently used; in special cases lithium can be employed. Another liquid metal used as a coolant is lead, in e.g. lead cooled fast reactors, or a lead-bismuth alloy. Some early fast neutron reactors used mercury. For certain applications the stems of automotive poppet valves may be hollow and filled with sodium to improve heat transport and transfer. For very high temperature applications, e.g. molten salt reactors or very high temperature reactors, molten salts can be used as coolants. One of the possible combinations is the mix of sodium fluoride and sodium tetrafluoroborate (NaF-NaBF4). Other choices are FLiBe and FLiNaK. Liquified gases are used as coolants for cryogenic applications, including cryo-electron microscopy, overclocking of computer processors, applications using superconductors, or extremely sensitive sensors and very low-noise amplifiers. Carbon Dioxide (chemical formula is CO2) - is used as a coolant replacement for cutting fluids. CO2 can provide controlled cooling at the cutting interface such that the cutting tool and the workpiece are held at ambient temperatures. The use of CO2 greatly extends tool life, and on most materials allows the operation to run faster. This is considered a very environmentally friendly method, especially when compared to the use of petroleum oils as lubricants; parts remain clean and dry which often can eliminate secondary cleaning operations. Liquid nitrogen, which boils at about -196 °C (77K), is the most common and least expensive coolant in use. Liquid air is used to a lesser extent, due to its liquid oxygen content which makes it prone to cause fire or explosions when in contact with combustible materials (see oxyliquits). Lower temperatures can be reached using liquified neon which boils at about -246 °C. The lowest temperatures, used for the most powerful superconducting magnets, are reached using liquid helium. Liquid hydrogen at -250 to -265 °C can also be used as a coolant. Liquid hydrogen is also used both as a fuel and as a coolant to cool nozzles and combustion chambers of rocket engines. An emerging and new class of coolants are nanofluids which consist of a carrier liquid, such as water, dispersed with tiny nano-scale particles known as nanoparticles. Purpose-designed nanoparticles of e.g. CuO, alumina, titanium dioxide, carbon nanotubes, silica, or metals (e.g. copper, or silver nanorods) dispersed into the carrier liquid the enhances the heat transfer capabilities of the resulting coolant compared to the carrier liquid alone. The enhancement can be theoretically as high as 350%. The experiments however did not prove so high thermal conductivity improvements, but found significant increase of the critical heat flux of the coolants. Some significant improvements are achievable; e.g. silver nanorods of 55±12 nm diameter and 12.8 µm average length at 0.5 vol.% increased the thermal conductivity of water by 68%, and 0.5 vol.% of silver nanorods increased thermal conductivity of ethylene glycol based coolant by 98%. Alumina nanoparticles at 0.1% can increase the critical heat flux of water by as much as 70%; the particles form rough porous surface on the cooled object, which encourages formation of new bubbles, and their hydrophilic nature then helps pushing them away, hindering the formation of the steam layer. In some applications, solid materials are used as coolants. The materials require high energy to vaporize; this energy is then carried away by the vaporized gases. This approach is common in spaceflight, for ablative atmospheric reentry shields and for cooling of rocket engine nozzles. The same approach is also used for fire protection of structures, where ablative coating is applied. Dry ice and water ice can be also used as coolants, when in direct contact with the structure being cooled. Sublimation of water ice was used for cooling the space suits of astronauts in the Project Apollo. Engine Coolants

Prestone is an American brand of antifreeze marketed by FRAM Group, LLC. It was originally made by Union Carbide, who spun off their consumer products in 1986 to form First Brands (see Glad). In 1994, First Brands spun off the brand to its management and Vestar Capital Partners. AlliedSignal purchased Prestone in 1997. AlliedSignal went on to purchased Honeywell and assume its name in 1999; Honeywell later sold its consumer products division, including Prestone, to Rank Group in 2011. Several varieties of antifreeze are sold under the Prestone name, in addition to radiator additives, such as stop leaks. The Prestone name is also used for other automotive chemicals, including windshield washer fluid, as well as Prestone Heat, a sidewalk de-icer.

Critical heat flux
Critical heat flux describes the thermal limit of a phenomenon where a phase change occurs during heating (such as bubbles forming on a metal surface used to heat water), which suddenly decreases the efficiency of heat transfer, thus causing localised overheating of the heating surface. The Critical heat flux for ignition is the lowest thermal load per unit area capable of initiating a combustion reaction on a given material (either flame or smoulder ignition). When liquid coolant undergoes a change in phase due to the absorption of heat from a heated solid surface, a higher transfer rate occurs. The more efficient heat transfer from the heated surface (in the form of heat of vaporization plus sensible heat) and the motions of the bubbles (bubble-driven turbulence and convection) leads to rapid mixing of the fluid. Therefore, boiling heat transfer has played an important role in industrial heat transfer processes such as macroscopic heat transfer exchangers in nuclear and fossil power plants, and in microscopic heat transfer devices such as heat pipes and microchannels for cooling electronic chips. The use of boiling is limited by a condition called critical heat flux (CHF), which is also called a boiling crisis or departure from nucleate boiling (DNB). The most serious problem is that the boiling limitation can be directly related to the physical burnout][ of the materials of a heated surface due to the suddenly inefficient heat transfer through a vapor film formed across the surface resulting from the replacement of liquid by vapor adjacent to the heated surface. Consequently, the occurrence of CHF is accompanied by an inordinate increase in the surface temperature for a surface-heat-flux-controlled system. Otherwise, an inordinate decrease of the heat transfer rate occurs for a surface-temperature-controlled system. This can be explained with Newton's law of cooling: where q represents the heat flux, h represents the heat transfer coefficient, T_w represents the wall temperature and T_f represents the fluid temperature. If h decreases significantly due to the occurrence of the CHF condition, T_w will increase for fixed q and T_f while q will decrease for fixed \Delta T. The critical heat flux is an important point on the boiling curve and it may be desirable to operate a boiling process near this point. However, one could become cautious of dissipating heat in excess of this amount. Zuber, through a hydrodynamic stability analysis of the problem has developed an expression to approximate this point. {{\frac{q}{A_{max}}}}=C{{h}_{fg}}{{\rho }_{v}}{{\left[ \frac{\sigma g\left( {{\rho }_{L}}-{{\rho }_{v}} \right)}{{{\rho }_{v}}^{2}} \right]}^{{}^{1}\!\!\diagup\!\!{}_{4}\;}} It is independent of the surface material and is weakly dependent upon the heated surface geometry described by the constant C. For large horizontal cylinders, spheres and large finite heated surfaces, the value of the Zuber constant C=\frac{\pi }{24}=0.131. For large horizontal plates, a value of C=0.149 is more suitable. The critical heat flux depends strongly on pressure, mainly through the pressure dependence of surface tension and the heat of vaporization. The understanding of CHF phenomenon and an accurate prediction of the CHF condition are important for safe and economic design of many heat transfer units including nuclear reactors, fossil fuel boilers, fusion reactors, electronic chips, etc. Therefore, the phenomenon has been investigated extensively over the world since Nukiyama first characterized it. In 1950 Kutateladze suggested the hydrodynamical theory of the burnout crisis. Much of significant work has been done during the last decades with the development of water-cooled nuclear reactors. Now many aspects of the phenomenon are well understood and several reliable prediction models are available for conditions of common interests. A number of different terms are used to denote the CHF condition: departure from nucleate boiling (DNB), liquid film dryout (LFD), annular film dryout (AFD), dryout (DO), burnout (BO), boiling crisis (BC), boiling transition (BT), etc. DNB, LFD and AFD represent specific mechanisms which will be introduced later. DO means the disappearance of liquid on the heat transfer surface which properly describes the CHF condition; however, it is usually used to indicate the liquid film dryout from annular flow. BO, BC and BT are phenomenon-oriented names and are used as general terms. The CHF condition (or simply the CHF) is the most widely used today, though it may mislead one to think that there exists a criticality in the heat flux. The terms denoting the value of heat flux at the CHF occurrence are CHF, dryout heat flux, burnout heat flux, maximum heat flux, DNB heat flux, etc. The term peak pool boiling heat flux is also used to denote the CHF in pool boiling.

Engine coolant temperature sensor
The coolant temperature sensor is used to measure the temperature of the engine coolant of an internal combustion engine. The readings from this sensor are then fed back to the Engine control unit (ECU). This data from the sensor is then used to adjust the fuel injection and ignition timing. On some vehicles the sensor may be used to switch on the electronic cooling fan. The data may also be used to provide readings for a coolant temperature gauge on the dash. The coolant temperature sensor works using resistance. As temperature subjected to the sensor increases the internal resistance changes. Depending on the type of sensor the resistance will either increase or decrease. There are two common types of coolant temperature sensors in use on automotive engines. Negative Temperature coefficient (NTC) and Positive temperature coefficient(PTC). The difference between the two is when the sensor is exposed to heat. In the case of Negative temperature coefficient sensor the internal Electrical resistance will decrease as it is exposed to more heat, whilst the opposite is true in a Positive temperature coefficient sensor. Most Automotive coolant temperature sensors are NTC sensors. The ECU sends out a regulated reference voltage typically 5 volts to the Coolant Temperature Sensor, through the sensor where the voltage is decreased in relation to the internal resistance within the sensor which varies with temperature. This voltage is then returned to the ECU via the signal wire. The ECU is then able to calculate the temperature of the engine, and then with inputs from other engine sensors uses lookup tables to carry out adjustments to the engine actuators.
Antifreeze Radiator Coolant
Head gasket

A head gasket is a gasket that sits between the engine block and cylinder head(s) in an internal combustion engine.

Its purpose is to seal the cylinders to ensure maximum compression and avoid leakage of coolant or engine oil into the cylinders; as such, it is the most critical sealing application in any engine, and, as part of the combustion chamber, it shares the same strength requirements as other combustion chamber components.

Heater core

A heater core is a radiator-like device used in heating the cabin of a vehicle. Hot coolant from the vehicle's engine is passed through a winding tube of the core, a heat exchanger between coolant and cabin air. Fins attached to the core tubes serve to increase surface for heat transfer to air that is forced past them, by a fan, thereby heating the passenger compartment.

The internal combustion engine in most cars and trucks is cooled by a water and antifreeze mixture that is circulated through the engine and radiator by a water pump to enable the radiator to give off engine heat to the atmosphere. Some of that water can be diverted through the heater core to give some engine heat to the cabin.

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Mechanical engineering

Mechanical engineering is a discipline of engineering that applies the principles of engineering, physics and materials science for analysis, design, manufacturing, and maintenance of mechanical systems. It is the branch of engineering that involves the production and usage of heat and mechanical power for the design, production, and operation of machines and tools. It is one of the oldest and broadest engineering disciplines.

The engineering field requires an understanding of core concepts including mechanics, kinematics, thermodynamics, materials science, structural analysis, and electricity. Mechanical engineers use these core principles along with tools like computer-aided engineering, and product lifecycle management to design and analyze manufacturing plants, industrial equipment and machinery, heating and cooling systems, transport systems, aircraft, watercraft, robotics, medical devices, weapons, and others.

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