1.85 g/cm3, that of grade 40, 1.067

1.85 g/cm3, that of grade 40, 1.067—1.072 g/cm3, while the density of TOCOJ1-A40M should be 1.078—
1.85 g/cm3.
At an air temperature of minus 40 °C and below, make use of coolant 0>K-65 «JleHa» or coolant gra¬de 65 or TOCOJI-A65M. At a temperature of 20 °C the density of coolant 0>K-65 «JleHa» should be
1.85— 1.100 g/cm3, that of grade 65, 1.085—
1.090 g/cm3, while the density of TOCOJI-A65M,
1.85— 1.095 g/cm3.
Water may be used if the coolant is lost unexpec-tedly.
In the cooling system the coolant temperature must be within 80—100 °C.
The desired thermal condition for the engine is ensured by two thermostats, fan drive hydraulic coupling and radiator shutter.
Water pump (Fig. 61) of centrifugal type ensures constant circulation of the coolant through the cool¬ing system. Collar 14 and gland 13 guard the coo¬lant against flowing into the bearing chamber. Thrust ring 9 is pressed permanently to the gland graphite ring 12; rubber packing ring 11 with outer case is placed between the thrust ring and impeller. The coolant that seeps occasionally through the packing then flows out through the draining hole provided in the pump case. Noticeable coolant dripping through the hole indicates that the packing is deranged. If the hole is clogged, this may cause breakdown of the bearings.
Fan with five blades is mounted on the hydraulic coupling driven shaft at the top of the engipe, driven via the hydraulic coupling by belts from the crank¬shaft pulley. The fan runs inside the housing which contributes to an increase of velocity of the air flow¬ing through the radiator.
Fan drive hydraulic coupling (Fig. 62) is desig¬ned for transmitting torque from the crankshaft to the fan and also for guarding the belt drive and fan proper against overloads if the crankshaft speed is changed abruptly.
The fan speed depends on the quantity of oil sup-plied to the hydraulic coupling through the engag¬ing unit (Fig. 63). The latter is mounted in front of the engine on the branch through which coolant is supplied to the right-hand row of cylinders.
Through tie 5 lever 6 of plug 9 could be set in three positions marked on the unit casing:
— position O (extreme left)—the fan is swit¬ched off irrespective of the coolant temperature;
— position n (middle) — the fan is switched on continuously irrespective of the coolant temperature;
— position A (extreme right) — the fan runs automatically (main duty).
As the coolant temperature rises up to 85—90 °C, rod 1Z of thermal-strain valve 11 shifts ball 10. Through the engaging unit communicating chambers, oil is supplied to the hydraulic coupling chamber. Then the oil flows through the interblade space so actuating the fan; from the wheel working chambers the oil is drained through the holes provided in the housing.
As the coolant temperature drops below 85 °C, ball 10, being backed by return spring 3, overlaps the hole in valve 11 so switching off the fan. Thus, the engine temperature is maintained to the best ad¬vantage and power consumed for driving the fan is reduced.
If the hydraulic coupling engaging unit fails to operate automatically (if the engine overheats), start the fan running by resetting lever 6 of plug 9 in po¬sition /7 and repair as soon as possible.
Radiator is of the tube-plate four-row type. The

Kết quả (Việt) 1:

1.85 g/cm3, của lớp 40, 1.067 — 1.072 g/cm3, trong khi mật độ của TOCOJ1-A40M nên 1.078 —1.85 g/cm3.Tại một nhiệt độ không khí của trừ 40 ° C và dưới đây, hãy sử dụng của dung 0 > K-65 «JleHa» hay dung gra¬de 65 hay TOCOJI-A65M. Ở nhiệt độ 20 ° C mật độ của nước làm mát 0 > K-65 «JleHa» nên1,85 — 1,100 g/cm3, của lớp 65, 1.085 —1.090 g/cm3, trong khi mật độ của TOCOJI-A65M,1,85 — 1.095 g/cm3.Nước có thể được sử dụng nếu dung bị mất unexpec tedly.Trong hệ thống làm mát nhiệt độ nước làm mát phải trong vòng 80-100 ° C.Mong muốn điều kiện nhiệt cho động cơ được đảm bảo bởi hai nhiệt, fan hâm mộ ổ khớp nối thủy lực và màn trập tản nhiệt.Máy bơm nước (hình 61) ly tâm loại đảm bảo liên tục lưu thông của nước làm mát thông qua hệ thống cool¬ing. Cổ áo 14 và tuyến 13 bảo vệ coo¬lant chống lại chảy vào buồng mang. Lực đẩy vòng 9 ép vĩnh viễn đến tuyến graphite vòng 12; cao su đóng gói vòng 11 với trường hợp bên ngoài được đặt giữa lực đẩy vòng và bánh công tác. Nước làm mát seeps đôi khi thông qua bao bì, sau đó chảy ra qua các lỗ thoát được cung cấp trong trường hợp máy bơm. Đáng chú ý dung dripping thông qua các lỗ cho thấy rằng đóng gói hư hỏng. Nếu các lỗ bị tắc, điều này có thể gây ra sự cố của các vòng bi.Fan with five blades is mounted on the hydraulic coupling driven shaft at the top of the engipe, driven via the hydraulic coupling by belts from the crank¬shaft pulley. The fan runs inside the housing which contributes to an increase of velocity of the air flow¬ing through the radiator.Fan drive hydraulic coupling (Fig. 62) is desig¬ned for transmitting torque from the crankshaft to the fan and also for guarding the belt drive and fan proper against overloads if the crankshaft speed is changed abruptly.The fan speed depends on the quantity of oil sup-plied to the hydraulic coupling through the engag¬ing unit (Fig. 63). The latter is mounted in front of the engine on the branch through which coolant is supplied to the right-hand row of cylinders.Through tie 5 lever 6 of plug 9 could be set in three positions marked on the unit casing:— position O (extreme left)—the fan is swit¬ched off irrespective of the coolant temperature;— position n (middle) — the fan is switched on continuously irrespective of the coolant temperature;— position A (extreme right) — the fan runs automatically (main duty).As the coolant temperature rises up to 85—90 °C, rod 1Z of thermal-strain valve 11 shifts ball 10. Through the engaging unit communicating chambers, oil is supplied to the hydraulic coupling chamber. Then the oil flows through the interblade space so actuating the fan; from the wheel working chambers the oil is drained through the holes provided in the housing.As the coolant temperature drops below 85 °C, ball 10, being backed by return spring 3, overlaps the hole in valve 11 so switching off the fan. Thus, the engine temperature is maintained to the best ad¬vantage and power consumed for driving the fan is reduced.If the hydraulic coupling engaging unit fails to operate automatically (if the engine overheats), start the fan running by resetting lever 6 of plug 9 in po¬sition /7 and repair as soon as possible.Radiator is of the tube-plate four-row type. The