AUTOMATIC ENGINE OVERHEAT IDENTIFICATION AND

CONTROL SYSTEM

ABSTRACT

The aim of the project is to fabricate the engine protection system.

Engines are static devices totally enclosed and generally oil immersed.

Therefore, chances of faults occurring on them are very rare." However

the consequences of even a rare fault may be very serious unless the

engine is quickly disconnected from the system. This necessitates

providing adequate automatic protection for engine against possible faults.

A current engine is connected through the secondary coil so that the

usable power will be disconnected.

By means of this project we can protect the engine from

overheating.
 CHAPTER I

INTRODUCTION

Internal combustion engine (ICE) is a heat engine where the

combustion of a fuel occurs with an oxidizer (usually air) in a combustion
chamber that is an integral part of the working fluid flow circuit. In an
internal combustion engine the expansion of the high-temperature and
high-pressure gases produced by combustion apply direct force to some
component of the engine. The force is applied typically to pistons, turbine
blades, rotor or a nozzle. This force moves the component over a distance,
transforming chemical energy into useful mechanical energy. The first
commercially successful internal combustion engine was created by
Étienne Lenoir around 1859[1] and the first modern internal combustion
engine was created in 1864 by Siegfried Marcus.

The term internal combustion engine usually refers to an engine in which

combustion is intermittent, such as the more familiar four-stroke and two-
stroke piston engines, along with variants, such as the six-stroke piston
engine and the Wankel rotary engine. A second class of internal
combustion engines use continuous combustion: gas turbines, jet engines
and most rocket engines, each of which are internal combustion engines
on the same principle as previously described.[1][2] Firearms are also a
form of internal combustion engine.[2]

Internal combustion engines are quite different from external combustion

engines, such as steam or Stirling engines, in which the energy is
delivered to a working fluid not consisting of, mixed with, or
contaminated by combustion products. Working fluids can be air, hot
water, pressurized water or even liquid sodium, heated in a boiler. ICEs
are usually powered by energy-dense fuels such as gasoline or diesel,
liquids derived from fossil fuels. While there are many stationary
applications, most ICEs are used in mobile applications and are the
dominant power supply for vehicles such as cars, aircraft, and boats.

Typically an ICE is fed with fossil fuels like natural gas or petroleum
products such as gasoline, diesel fuel or fuel oil. There's a growing usage
of renewable fuels like biodiesel for compression ignition engines and
bioethanol or methanol for spark ignition engines. Hydrogen is sometimes
used, and can be made from either fossil fuels or renewable energy.

Engine protection relays must be able to discriminate internal faults

from normal operating conditions, magnetic inrush and over-excitation.
They can be roughly classified into the two groups: current differential
relays and engine model based relays. Current differential relays have
been widely used for engine protection. The relays, however, are prone to
mal-operation during magnetic inrush or over-excitation. To prevent mal-
operation, the relays employ current derived restraining or blocking
signals, i.e. harmonic components, wave-shape recognition and flux . A
engine is an electrical device that transfers energy between two circuits
through electromagnetic induction. A engine may be used as a safe and
efficient voltage converter to change the AC voltage at its input to a
higher or lower voltage at its output. Other uses include current
conversion, isolation with or without changing voltage and impedance
conversion.

A engine most commonly consists of two windings of wire that are

wound around a common core to provide tight electromagnetic coupling
between the windings. The core material is often a laminated iron core.
The coil that receives the electrical input energy is referred to as the
primary winding, while the output coil is called the secondary winding.
 An alternating electric current flowing through the primary winding
(coil) of a engine generates a varying electromagnetic field in its
surroundings which causes a varying magnetic flux in the core of the
engine. The varying electromagnetic field in the vicinity of the secondary
winding induces an electromotive force in the secondary winding, which
appears a voltage across the output terminals. If a load impedance is
connected across the secondary winding, a current flows through the
secondary winding drawing power from the primary winding and its
power source.

A engine cannot operate with direct current; although, when it is

connected to a DC source, a engine typically produces a short output pulse
as the current rises.

1.1 Invention

The invention of engines during the late 1800s allowed for longer-
distance, cheaper, and more energy efficient transmission, distribution,
and utilization of electrical energy. In the early days of commercial
electric power, the main energy source was direct current (DC), which
operates at low-voltage high-current. According to Joule's Law, energy
losses are directly proportional to the square of current. This law revealed
that even a tiny decrease in current or rise in voltage can cause a
substantial lowering in energy losses and costs. Thus, the historical
pursuit for a high-voltage low-current electricity transmission system took
shape. Although high voltage transmission systems offered many benefits,
the future fate of high-voltage alternating current still remained unclear
for several reasons: high-voltage sources had a much higher risk of
causing severe electrical injuries; many essential appliances could only
function at low voltage. Regarded as one of the most influential electrical
innovations of all time, the introduction of engines had successfully
reduced the safety concerns associated with alternating current and had
the ability to lower voltage to a value that was required by most essential
appliances.

1.2 Applications

Engines perform voltage conversion; isolation protection; and

impedance matching. In terms of voltage conversion, engines can step-up
voltage/step-down current from generators to high-voltage transmission
lines, and step-down voltage/step-up current to local distribution circuits
or industrial customers. The step-up engine is used to increase the
secondary voltage relative to the primary voltage, whereas the step-down
engine is used to decrease the secondary voltage relative to the primary
voltage. engines range in size from thumbnail-sized used in microphones
to units weighing hundreds of tons interconnecting the power grid. A
broad range of engine designs are used in electronic and electric power
applications, including miniature, audio, isolation, high-frequency, power
conversion engines, etc.

1.3 Basic principles

The functioning of a engine is based on two principles of the laws

of electromagnetic induction: An electric current through a conductor,
such as a wire, produces a magnetic field surrounding the wire, and a
changing magnetic field in the vicinity of a wire induces a voltage across
the ends of that wire.

The magnetic field excited in the primary coil gives rise to self-
induction as well as mutual induction between coils. This self-induction
counters the excited field to such a degree that the resulting current
through the primary winding is very small when no load draws power
from the secondary winding.

The physical principles of the inductive behavior of the engine are

most readily understood and formalized when making some assumptions
to construct a simple model which is called the ideal engine. This model
differs from real engines by assuming that the engine is perfectly
constructed and by neglecting that electrical or magnetic losses occur in
the materials used to construct the device.

1.4 Ideal engine

Ideal engine with a source and a load. NP and NS are the number of turns
in the primary and secondary windings respectively.

The assumptions to characterize the ideal engine are:

The windings of the engine have no resistance. Thus, there is no copper

loss in the winding, and hence no voltage drop. Flux is confined within
the magnetic core. Therefore, it is the same flux that links the input and
output windings.

Permeability of the core is infinitely high which implies that net

mmf (amp-turns) must be zero (otherwise there would be infinite flux)
hence IP NP - IS NS = 0.

The engine core does not suffer magnetic hysteresis or eddy

currents, which cause inductive loss.

If the secondary winding of an ideal engine has no load, no current

flows in the primary winding.
 The circuit diagram (right) shows the conventions used for an ideal,
i.e. lossless and perfectly-coupled engine having primary and secondary
windings with NP and NS turns, respectively.

The ideal engine induces secondary voltage VS as a proportion of

the primary voltage VP and respective winding turns as given by the
equation

Where a is the winding turns ratio, the value of these ratios being

respectively higher and lower than unity for step-down and step-up
engines,
VP designates source impressed voltage,
VS designates output voltage, and,

According to this formalism, when the number of turns in the primary coil
is greater than the number of turns in the secondary coil, the secondary
voltage is smaller than the primary voltage. On the other hand, when the
number of turns in the primary coil is less than the number of turns in the
secondary, the secondary voltage is greater than the primary voltage.
Any load impedance ZL connected to the ideal engine's secondary winding
allows energy to flow without loss from primary to secondary circuits.
The resulting input and output apparent power are equal as given by the
equation

.
1.5 Induction law

A varying electrical current passing through the primary coil creates a

varying magnetic field around the coil which induces a voltage in the
secondary winding. The primary and secondary windings are wrapped
around a core of very high magnetic permeability, usually iron, so that
most of the magnetic flux passes through both the primary and secondary
coils. The current through a load connected to the secondary winding and
the voltage across it are in the directions indicated in the figu

where Vs is the instantaneous voltage, Ns is the number of turns in the

secondary coil, and dΦ/dt is the derivative[d] of the magnetic flux Φ
through one turn of the coil. If the turns of the coil are oriented
perpendicularly to the magnetic field lines, the flux is the product of
the magnetic flux density B and the area A through which it cuts. The area
is constant, being equal to the cross-sectional area of the engine core,
whereas the magnetic field varies with time according to the excitation of
the primary. Since the same magnetic flux passes through both the
primary and secondary coils in an ideal engine, [7] the instantaneous
voltage across the primary winding equals
Taking the ratio of the above two equations gives the same voltage ratio
and turns ratio relationship shown above, that is,

1.6 Polarity

The relationships of the instantaneous polarity at each of the terminals of

the windings of a engine depend on the direction the windings are wound
around the core. Identically wound windings produce the same polarity of
voltage at the corresponding terminals. This relationship is usually
denoted by the dot convention in engine circuit diagrams, nameplates, and
on terminal markings, which marks the terminals having an in-phase
relationship.
1.7 Real engine

The ideal engine model neglects the following basic linear aspects in real
engines.

Core losses, collectively called magnetizing current losses, consist of

 Hysteresis losses due to nonlinear application of the voltage applied

in the engine core, and
 Eddy current losses due to joule heating in the core that are
proportional to the square of the engine's applied voltage.

Whereas windings in the ideal model have no impedance, the windings in

a real engine have finite non-zero impedances in the form of:

 Joule losses due to resistance in the primary and secondary

windings
 Leakage flux that escapes from the core and passes through one
winding only resulting in primary and secondary reactive impedance.

If a voltage is applied across the primary terminals of a real engine while

the secondary winding is open without load, the real engine must be
viewed as a simple inductor with an impedance Z:

.
1.8 Leakage flux
 The ideal engine model assumes that all flux generated by the
primary winding links all the turns of every winding, including itself. In
practice, some flux traverses paths that take it outside the windings.]Such
flux is termed leakage flux, and results in leakage
inductance in series with the mutually coupled engine windings. Leakage
flux results in energy being alternately stored in and discharged from the
magnetic fields with each cycle of the power supply. It is not directly a
power loss, but results in inferior voltage regulation, causing the
secondary voltage not to be directly proportional to the primary voltage,
particularly under heavy load. Engines are therefore normally designed to
have very low leakage inductance. Nevertheless, it is impossible to
eliminate all leakage flux because it plays an essential part in the
operation of the engine. The combined effect of the leakage flux and the
electric field around the windings is what transfers energy from the
primary to the secondary.

In some applications increased leakage is desired, and long magnetic

paths, air gaps, or magnetic bypass shunts may deliberately be introduced
in a engine design to limit the short-circuit current it will supply.  Leaky
engines may be used to supply loads that exhibit negative resistance, such
as electric arcs, mercury vapor lamps, and neon signs or for safely
handling loads that become periodically short-circuited such as electric
arc welders

Air gaps are also used to keep a engine from saturating, especially audio-
frequency engines in circuits that have a DC component flowing in the
windings.

Knowledge of leakage inductance is also useful when engines are

operated in parallel. It can be shown that if the percent impedance (Z) and
associated winding leakage reactance-to-resistance (X/R) ratio of two
engines were hypothetically exactly the same, the engines would share
power in proportion to their respective volt-ampere ratings (e.g.
500 kVA unit in parallel with 1,000 kVA unit, the larger unit would carry
twice the current). However, the impedance tolerances of commercial
engines are significant. Also, the Z impedance and X/R ratio of different
capacity engines tends to vary, corresponding 1,000 kVA and 500 kVA
units' values being, to illustrate, respectively, Z ~ 5.75%, X/R ~ 3.75 and
Z ~ 5%, X/R ~ 4.75.

1.9 Equivalent circuit

Referring to the diagram, a practical engine's physical behavior may be

represented by an equivalent circuit model, which can incorporate an ideal
engine.

Winding joule losses and leakage reactances are represented by the

following series loop impedances of the model:

 Primary winding: RP, XP
 Secondary winding: RS, XS.
In normal course of circuit equivalence transformation, RS and XS are in
practice usually referred to the primary side by multiplying these
impedances by the turns ratio squared, (NP/NS) 2 = a2.

Real engine equivalent circuit

Core loss and reactance is represented by the following shunt leg

impedances of the model:

 Core or iron losses: RC

 Magnetizing reactance: XM.

RC and XM are collectively termed the magnetizing branch of the

model.

Core losses are caused mostly by hysteresis and eddy current effects in the
core and are proportional to the square of the core flux for operation at a
given frequency. The finite permeability core requires a magnetizing
current IM to maintain mutual flux in the core. Magnetizing current is in
phase with the flux, the relationship between the two being non-linear due
to saturation effects. However, all impedances of the equivalent circuit
shown are by definition linear and such non-linearity effects are not
typically reflected in engine equivalent circuits. With sinusoidal supply,
core flux lags the induced emf by 90°. With open-circuited secondary
winding, magnetizing branch current I0 equals engine no-load current.
The resulting model, though sometimes termed 'exact' equivalent circuit
based on linearity assumptions, retains a number of approximations.
Analysis may be simplified by assuming that magnetizing branch
impedance is relatively high and relocating the branch to the left of the
primary impedances. This introduces error but allows combination of
primary and referred secondary resistances and reactance’s by simple
summation as two series impedances.

Engine equivalent circuit impedance and engine ratio parameters can be

derived from the following tests: open-circuit test, short-circuit test,
winding resistance test, and engine ratio test.

1.10 NEED FOR PROTECTION

Protection is installed to detect the fault occurrences and to isolate

the faulty equipment. So that the damage to the faulty equipment is
limited and disruption of supplies to the adjacent unaffected equipment is
minimized.

In a power system consisting of generators, motors, engines etc. it

is inevitable that sooner or later when a fault occurs it must be quickly
detected and the faulty equipment must be disconnected from the system.
If the faults are not detected quickly it causes unnecessary interruption of
service to the customers.

Generally fuse performs the function of detection and interruption.

But it is limited only to low voltage circuits. For high voltage circuits
relays and circuit breakers are used.

So in brief: - Protection must detect faults and abnormal working

conditions and ■isolates faulty equipments so as to limit damage caused
by fault energy and to limit effect on rest of the system.
1.11 Common engine Faults

Engine may suffer only from:

i. Open circuit

ii. Over heating

iii. Winding short circuits (eg: earth- faults, phase to phase faults
& inter-turn faults)

1.11.1Open circuit fault

An open circuit in one phase of a three-phase engine may cause

undesirable heating. In practice, relay protection is not provided against
open circuits because this condition is relatively harmless. On the
occurrence of such a fault, the engine can be disconnected manually from
the system

1.11.2Over heating fault

Over heating of the engine is usually caused by sustained overloads

or short circuits & very occasionally by the failure of the cooling system.
The relay protection is :also not provided against this contingency and
thermal accessories are generally used to sound an alarm or control the
banks of fans.

1.11.3Winding short- circuit fault

Winding short-circuits (also called internal faults) on the engine

arise from deterioration of winding insulation due to over heating or
mechanical injury. When an [internal fault occurs, the engine must be
disconnected quickly from the system [because a prolonged arc in the
engine may cause oil fire. Therefore, relay protection is absolutely
necessary for internal faults.
1.12 PROTECTIVE RELAYS

"Protective relay is a device that detects the faults and initiates the
operation of the circuit breaker to isolate the defective element from the
rest of the system."

High-performance protective relaying comes into its own when it's

a question of minimizing power system operating costs. Uncomplicated
operation, convenient commissioning tools and flexible communication
are all important elements when service and maintenance costs have to be
reduced.

These relays not only handle fault detection and location tasks but also
control, metering and monitoring functions. And it is these additional
functions - impossible before the advent of numerical technology - which
offer major cost-cutting potential.

The relays detect the abnormal conditions in the electric circuits by

constantly measuring the electrical quantities which are different under
normal and fault conditions. The electrical quantities which may change
under fault conditions are voltage, current, frequency and phase angle.
Through the changes in one or more of these quantities, the faults signal
their presence, type and location to the protective relays. Having detected
the fault, the relay operates to close the trip circuit of the breaker. This
results in the opening iof breaker and disconnection of faulty circuit.

1.13 CLASSIFICAION OF PROTECTIVE RELAYS BASED ON

TECHNOLOGY

Protective relays can be broadly classified into the following

categories depending on the technology used for their construction and
operation.
 1. Electromagnetic relays

2. Static relays

3. Microprocessor-based relays

Electromagnetic relays:¬' It includes attracted armature, moving

coil and induction disc and induction cup type relays. Electromagnetic
relays contain an electromagnet (or permanent magnet) and a moving part.
When the actuating quantity exceeds a certain predetermined value, an
operating torque is developed which is applied on the moving part. This
causes the moving part to travel and to finally close a contact to energize
the trip coil of the breaker.

1.14 Static relays

Static relays contains electronic circuits which may contain

transistors, ICs, diodes and other electronic components. There is a
comparator circuit in the relay, which compares two or more voltages and
gives an output, which is applied to either a slave ready or a thyristor
circuit. The slave ready is an electromagnetic relay which finally closes
the contact. A static relay containing a slave ready is semi-static relay. A
relay kising thyristor circuit is a wholly static relay. Static relay possess
the advantage of having low burden on CT and PT, fast operation, absence
of mechanical inertia and contact trouble, long life and less maintenance.
Static relays have proved to be superior to electromagnetic relays and they
are being used for the protection of important lines, power stations and
substations. Yet they have not completely replaced electromagnetic relays.
Static relays are treated as an addition to family of relays. Electromagnetic
relays continue to be in use because of their simplicity and low cost. Their
maintenance can be done by less qualified personal, where as the
maintenance and repair of static relays requires personnel's trained in
solid-state devices

CHAPTER II

LITERATURE SURVEY

2.1 POSSIBLE CAUSES OF OVERHEATING

Overheating can be caused by anything that decreases the cooling sys-

tem's ability to absorb, transport and dissipate heat: A low coolant level,
a coolant leak (through internal or external leaks), poor heat conductivity
inside the engine because of accumulated deposits in the water jackets, a
defective thermostat that doesn't open, poor airflow through the radiator, a
slipping fan clutch, an inoperative electric cooling fan, a collapsed lower
radiator hose, an eroded or loose water pump impeller, or even a defective
radiator cap.

One of nature's basic laws says that heat always flows from an area of
higher temperature to an area of lesser temperature, never the other way
around. The only way to cool hot metal, therefore, is to keep it in constant
contact with a cooler liquid. And the only way to do that is to keep the
coolant in constant circulation. As soon as the circulation stops, either be-
cause of a problem with the water pump, thermostat or loss of coolant, en-
gine temperatures begin to rise and the engine starts to overheat. The
coolant also has to get rid of the heat it soaks up inside the engine. If the
radiator is clogged with bugs and debris, or if its internal passages are
blocked with sediment, rust or gunk, the cooling efficiency will be re-
duced and the engine will run hot. The same thing will happen if the cool-
ing fan is not engaging or spinning fast enough to pull air through the ra-
diator.

IC Engine

The thermostat must be doing its job to keep the engine's average temper-
ature within the normal range so the engine does not overheat. If the ther-
mostat fails to open, it will effectively block the flow of coolant and the
engine will overheat. Exhaust restrictions can also cause the engine to
overheat. The exhaust carries a lot of heat away from the engine, so if the
catalytic converter is restricted, or a pipe has been crimped or crushed, ex-
hasut flow can be restricted causing heat to build up inside the engine. It's
also possible that your engine really isn't overheating at all. Your tempera-
ture gauge or warning lamp might be coming on because of a
faulty coolant sensor. Sometimes this can be caused by a low coolant level
or air trapped under the sensor.

2.2 POSSIBLE CONSEQUENCES OF ENGINE OVERHEATING

If your engine is overheating, it may start to detonate. The engine may rat-
tle and ping and lose power. If detonation continues, it may damage the
rings, pistons and/or rod bearings. Overheating can also cause pisto scuff-
ing. As the engine gets hotter and hotter, the pistons may swell to the
point where there is no more room for expansion and they scrape against
the cylinders, damaging the pistons and cylinders. Exhaust valves may
also stick or scuff in their guides. This can damage the valves, guides and
lead to a loss of compression. Another consequence of engine overheating
may be a blown head gasket. Heat makes aluminum swell almost three
times faster than cast iron. Thermal stress can distort the head and make it
swell in areas that are hottest like those between exhaust valves in adjoin-
ing cylinders, and areas that have restricted coolant flow like the narrow
area that separates the cylinders. The typical aluminum head swells most
in the middle, which can crush the head gasket if the head gets too hot.
This will usually cause the head gasket to leak compression between adja-
cent cylinders, or leak coolant into the cylinders.

Engine overheating can also cause an overhead cam to seize and break.
Engine overheating may also stress old radiator and heater hoses and
cause they to burst under the additional pressure. Steam that is generated
inside the cooling system can also damage radiators with plastic end
tanks. A HOT warning lamp should never be ignored. Though a few high
tech cars like Cadillacs with the Northstar engine can disable cylinders to
"air-cool" the engine and keep it running at reduced power in the event of
coolant loss, most engines will suffer serious damage if they overheat. So
advise your customers to stop driving at the first sign of overheating. Turn
the engine off, let it cool down and try to find and fix the cause before
risking further travel.

2.3 OBJECTIVES

The ratio of the induced voltages (IVs) of the primary and secondary
windings is equal to the turn’s ratio during normal operating conditions,
magnetic inrush, and over-excitation. It differs from the turns ratio during
an internal fault. This paper describes a engine protection relay based on
the IVs. For a single-phase and a three-phase Y–Y engine, the IVs are
estimated. For a engine with a delta winding, the differences of the IVs
between the two phases are estimated to use the line currents, because the
delta winding current are practically unavailable. The ratio of the
matching IVs or the differences of the IVs is compared with the turns ratio
for fault detection. The various test results clearly indicate that the
algorithm successfully discriminates internal faults from magnetic inrush
and over-excitation and is independent of the core characteristics.
 CHAPTER III

FABRICATION

3.1 BLOCK DIAGRAM

DOMESTIC
POWER

IDEAL

ENGINE

TEMPERATURE
SENSOR

SENSE

50oC

FAN ON

TEMPERATURE LESS THAN

50OC FAN OFF
3.2 CONSTRUCTION

3.2.1 TEMPERATURE SENSOR

Resistance thermometers, also called resistance temperature detectors

(RTDs), are sensors used to measure temperature by correlating the
resistance of the RTD element with temperature. Most RTD elements
consist of a length of fine coiled wire wrapped around a ceramic or glass
core. The element is usually quite fragile, so it is often placed inside a
sheathed probe to protect it. The RTD element is made from a pure
material, typically platinum, nickel or copper. The material has a
predictable change in resistance as the temperature changes and it is this
predictable change that is used to determine temperature.

They are slowly replacing the use of thermocouples in many industrial

applications below 600 °C, due to higher accuracy and repeatability.

3.2.2 Diode

A diode is a device that permits current flow predominantly in only one

direction. Most semiconductor diodes are made from germanium or
silicon. A diode has two leads, an anode and a cathode. The cathode is
often marked by a band at one end is the lead by which conventional
current leaves the diode when forward biased. There are several types of
diode, each with features that suits a particular job.

3.2.3 Buzzer

A buzzer or beeper is a signaling device usually electronic. These devices

are used in automobiles, household appliances such as microwave oven. It
consists of a number of switches or sensors connected to a control unit
that determines if and which button pushed or a present time has lapsed,
sounds a warning in the form of an intermittent buzzing or beeping sound.
Buzzer or beepers are output transducers converting electrical energy into
sound. They contain an internal oscillator to produce the sound which is
set at about 400 Hz for buzzers and about 3 KHz for beepers.

Fig Buzzer

3.2.4 Resistor

A resistor is a two terminal passive electronic component which

implements electrical resistance as a circuit element. When a voltage is
applied across the terminals of a resistor, a current I will flow through the
resistor in direct proportion to that voltage. This constant of
proportionality is called conductance. The reciprocal of the conductance is
known as the resistance R, since, with a given voltage V, a larger value of
R further “resists “the flow of current I as given by ohm’s law: I = V/R
Resistors are common elements of electrical networks and electronics
circuits and are ubiquitous in most electronics equipment’s. Practical
resistors can be made of values compounds and films, as well as
resistance wire (wire made of a high-resistivity alloy, such as nickel-
chrome). Resistors are also implemented within integrated circuits,
particularly analog devices, and can also be integrated into hybrid and
printed circuits.

3.2.5 Capacitor

Capacitor (formerly known as condenser) is a device for storing electric

charge. The forms of practical capacitors vary widely, but all contain at
least two conductors separated by a nonconductor. Capacitor used as parts
of electrical system, consist of metal foils separated by a dielectric
(insulator). Energy is stored in the electrostatic field. An ideal capacitor is
characterized by a single constant value, capacitance, measured in farads.
Capacitors are widely used in electronic circuits, for blocking direct
current while allowing alternating current to pass, in filter network, for
smoothing the output of power supplies, in the resonant circuits that tune
radios to particular frequencies and for many other purposes.

3.3 WORKING PRINCIPLE

In this project we are using to prevent the engine by supply the cool air
through fan. Here we are placing the temperature sensor which is fixed in
the body of the engine. These projects also having the feature of engine
overheat alert system controlled by a temperature sensor fitted in the
engine. Thermistors are thermally sensitive resistors whose prime function
is to exhibit a large, predictable and precise change in electrical resistance
when subjected to a corresponding change in body temperature exhibit an
increase in electrical resistance when subjected to an increase in body
temperature and gives control signal to both buzzer and cooling fan.
 CHAPTER IV

ADVANTAGES AND APPLICATIONS

4.1 ADVANTAGES

 Low cost automation project

 Less power consumption

 Operating principle is very easy

 Installation is very easy

 Simple in construction

 Accident avoidance system

4.2 DISADVANTAGE

Additional cost is required to install this in four wheelers

4.3 APPLICATION

It is applicable in all automobile as well as electric & electronic

equipment’s.
 CHAPTER V

CONCLUSION

Thus the emergency over heat control system project was

successfully completed. In this technology further the use of
environmental technologies while delivering comforts and driving
pleasure. It is a very good substitute and replacement for a conventional
cooling system.
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