## 3 Results and Discussion
\begin{table}
\begin{tabular}{l l l l l} \hline \hline
**Designation** & **Items** & **Calculation** & **Experiment** & **Measurement Error** \\ \hline \(t_{\text{uw}1}\) & Temperature of ECC in front of the cooler (\({}^{\circ}\)C) & 30.00 & 30.00 & \(\pm\) 0.30 \\ \(t_{1}\) & Air temperature after compressor (\({}^{\circ}\)C) & 125.78 & 126.20 & \(\pm\) 0.70 \\ \(t_{2}\) & Air temperature after charge air cooler (\({}^{\circ}\)C) & 35.00 & 37.20 & \(\pm\) 0.75 \\ \(t_{w1}\) & Charge air cooler inlet water temperature (\({}^{\circ}\)C) & 30.22 & 31.30 & \(\pm\) 0.30 \\ \(t_{w2}\) & Charge air cooler outlet water temperature (\({}^{\circ}\)C) & 91.46 & 91.40 & \(\pm\) 0.75 \\ \(p_{0}\) & Ambient pressure (bar) & 1.0 & 1.013 & \(\delta p\) = 0.028 \\ \(p_{1}\) & Boost pressure (bar) & 2.0 & 1.956 & \(\delta p\) = 0.028 \\ \(G_{\text{c}}\) & Charge air flow (kg s\({}^{-1}\)) & 0.9 & 0.9 \({}^{\star}\) & \\ \(G_{ww}\) & ECC flow rate by sea water pump (kg s\({}^{-1}\)) & 5.5 & 5.5 \({}^{\star}\) & \(\delta G\) = 0.020\(\ldots\)0.025 \\ \(G_{w}\) & ICC flow rate by fresh water pump (kg s\({}^{-1}\)) & 0.32 & 0.32 \({}^{\star}\) & \\ \(\eta_{\text{c}}\) & Charge air cooler efficiency & 0.950 & 0.934 & \\ \(\eta_{w}\) & Central cooler efficiency & 0.996 & 0.994 & \(\delta\) ** = 0.030\(\ldots\)0.037 \\ \(\eta_{0}\) & Cooling system efficiency & 0.950 & 0.954 & \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Estimation of errors for cooling system. \begin{table}
\begin{tabular}{l l} \hline \hline
**Designation** & **Items** & **Values** \\ \hline \(N_{e}\) & Engine output (kW) & 2950 \\ \(N\) & Engine speed (rpm) & 1000 \\ \(p_{c}\) & Boost pressure (bar) & 2.94 \\ \(G_{c}\) & Charge air flow (kg s\({}^{-1}\)) & 5.30 \\ \(p_{0}\) & Ambient pressure (bar) & 1.0 \\ \(t_{0}\) & Ambient temperature (\({}^{\circ}\)C) & 40.0 \\ \(t_{1}\) & Air temperature before compressor (\({}^{\circ}\)C) & 181.35 \\ \(t_{\text{uw}1}\) & Sea water temperature in front of the pump (\({}^{\circ}\)C) & 30.0 \\ \(t_{2}\) & Air temperature in the receiver (\({}^{\circ}\)C) & 48.0 \\ \(t_{m1}\) & Engine oil temperature behind the engine (\({}^{\circ}\)C) & 90.0 \\ \(t_{h1}\) & Hydraulic fluid temperature behind the system (\({}^{\circ}\)C) & 90.0 \\ \(G_{w}\) & ICC flow rate by fresh water pump (kg s\({}^{-1}\)) & 22.2 \\ \(G_{ww}\) & ECC flow rate by sea water pump (kg s\({}^{-1}\)) & 22.2 \\ \(G_{m}\) & Oil flow rate (kg s\({}^{-1}\)) & 26.6 \\ \(G_{h}\) & Hydraulic fluid flow rate (kg s\({}^{-1}\)) & 4.0 \\ \(Q_{e}\) & Heat flow from engine cylinders (kW) & 1058.0 \\ \(Q_{m}\) & Heat flow from oil (kW) & 531.4 \\ \(Q_{h}\) & Heat flow from hydraulics (kW) & 40.0 \\ \hline \hline \end{tabular}
\end{table} 
Table 5: The results of the system calculations for various loads and ambient temperatures. The hot ICC is discharged from the full-flow circuit of the cooling system after the engine has cooled. ICC from the full-flow circuit enters the cooler for cooling, after which it bifurcates into parallel flows to cool the charge air in the charge air cooler and the oil in the oil cooler. Subsequently, the ICC streams are combined, and the merged stream, with a temperature \(T_{wb}\) and flow rate \(G_{wb}\), enters the full-flow cooling system loop before the fresh water pump. When combining the ICC flows after the engine and after the heat exchangers, the ICC temperature decreases to the required value \(T_{mw1}\) in front of the engine. The results of minimizing \(M_{\Sigma}\) are presented in Table 6. The operational efficiency of each heat exchanger in the cooling system is characterized by the dimensionless criterion \(I_{\rm x}\)[39]. \[I_{\rm x}\ =\ \frac{Q_{i}}{\Delta T_{i}W_{\rm x}},\]  
where \(Q_{i}\)--the heat flow through the heat exchanger, W; \(\Delta T_{i}\)--temperature difference between heat carriers (average logarithmic temperature difference), K; \(W_{ix}\)--energy intensity of the cold coolant, W/K. When comparing a number of systems, it is necessary to consider their differences and account for changes within the systems.