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Vehicle Body Engineering and Safety Notes PDF
Vehicle Body Engineering and Safety Notes PDF
net
BY
MOHD ABDUL QADEER SIDDIQUI
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Roadmap to syllabus
VEHICLE BODY ENGINEERING AND SAFETY
UNIT 1: Structural materials
Aluminum alloy sheet, extrusion and casting,austentite and ferrite stainless
steels, different types of composites,FPR and Metal Matrix Composite,
structural timbers-properties designing in GRP and high strength composites
different manufacturing techniques of composites, Thermo plastics, ABS and
styrene, load bearing plastics, semi-rigid PUR foams and sandwich panel
construction
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UNIT 7:
Vans, Trucks, and busses:
types of Mini coach with trailers, single and double deckers,design criteria
based on passenger capacity ;goods to be transported and distance to be
covered, constructional details, weight and dimensions, Convectional and
integral type
UNIT 8:
Vehicle Stability:
Steering geometry vehicle and curvilinear path, and lateral stability, effects
of tyre factors, mass distribution and engine location on stability.
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1) Structural Material
Features
The TM Series (type 6000 alloy) is bake hardened, making its lightweight
and strong.
The TG Series (type 5000 alloy) is highly ductile, lightweight and with high
formability.
We offer a variety of products with different surface finishes, surface
treatments, lubricants and sizes.
Specification Description
Material Type 5000 or 6000 rolled sheet alloy
Surface finishes Dull or milled finished
Surface
Acid washing possible
treatments
Lubricants Can be coated with various types of lubricant
Coils and sheets (longitudinal circular sheets also
Shapes
possible)
Applications
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Product Characteristics
Typical characteristics of aluminum alloy sheets used to make
automobile panels
Alloy proof
By alloy Tensile Yield strength
By Elongation
Alloy and strength strength after Notes
quality (Note1)
quality baking
TS(MPa) YS(MPa) EL (%) YS(MPa)
General
5052 O 195 90 27
materials
General
5182 O 270 130 28
materials
Good
5000 formability,
TG19 O 270 125 30
Alloys SS-mark
improvement
High
formability,
TG25 O 275 120 33
SS-mark
improvement
High BH,
superior
TM30 T4 210 110 27 200
corrosion
resistance
Good
formability,
TM45 T4 245 135 29 165 superior
corrosion
resistance
High BH,
6000
superior
Alloys TM55 T4 230 120 29 220
corrosion
resistance
Good
TM66 T4 240 115 29 210 formability,
High BH
Good
High BH-
T4 255 120 29 215 formability,
TM67
High BH
High High
T4 285 145 29 175
formability- formability
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TM67
Steel
SPCC 314 176 42 Reference
sheet
Note 1
Baking conditions: After applying 2% pre-distortion, test value after 20
min at 170°C
Note 2
The "stretcher-strain mark" (SS mark) is a distortion pattern that
appears during forming.
Note 3
The BH (bake-hard effect) is the property of strength increased by
applying the bake coating.
Extrusion
Extrusion is the process by which long straight metal parts can be
produced. The cross-sections that can be produced vary from solid round,
rectangular, to L shapes, T shapes. Tubes and many other different types.
Extrusion is done by squeezing metal in a closed cavity through a tool,
known as a die using either a mechanical or hydraulic press.
Extrusions, often minimize the need for secondary machining, but are not of
the same dimensional accuracy or surface finish as machined parts. Surface
finish for steel is 3 µm; (125 µ in), and Aluminum and Magnesium is 0.8 µm
(30 µ in). However, this process can produce a wide variety of cross-sections
that are hard to produce cost-effectively using other methods. Minimum
thickness of steel is about 3 mm (0.120 in), whereas Aluminum and
Magnesium is about 1mm (0.040 in). Minimum cross sections are 250
mm2 (0.4 in2) for steel and less than that for Aluminum and Magnesium.
Minimum corner and fillet radii are 0.4 mm (0.015 in) for Aluminum and
Magnesium, and for steel, the minimum corner radius is 0.8mm (0.030 in)
and 4 mm (0.120 in) fillet radius.
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Typical parts produced by extrusions are trim parts used in automotive and
construction applications, window frame members, railings, aircraft
structural parts.
Casting
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and solidify. The solidified part is also known as a casting, which is ejected
or broken out of the mold to complete the process. Casting is most often
used for making complex shapes that would be difficult or uneconomical to
make by other methods.
Casting processes have been known for thousands of years, and widely used
for sculpture, especially in bronze, jewellery in precious metals, and
weapons and tools. Traditional techniques include lost-wax casting, plaster
mold casting and sand casting.
The modern casting process is subdivided into two main categories:
expendable and non-expendable casting. It is further broken down by the
mold material, such as sand or metal, and pouring method, such as gravity,
vacuum, or low pressure
Austenitic stainless steels have high ductility, low yield stress and relatively
high ultimate tensile strength, when compare to typical carbon steel.
Heat treatment and the thermal cycle caused by welding, have little
influence on mechanical properties. However strength and hardness can be
increased by cold working, which will also reduce ductility. A full solution
anneal (heating to around 1045°C followed by quenching or rapid cooling)
will restore the material to its original condition, removing alloy segregation,
sensitization, sigma phase and restoring ductility after cold working.
Unfortunately the rapid cooling will re-introduce residual stresses, which
could be as high as the yield point. Distortion can also occur if the object is
not properly supported during the annealing process.
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ALLOY STEELS
Steel is a metal alloy consisting mostly of iron, in addition to small amounts
of carbon, depending on the grade and quality of the steel. Alloy steel is any
type of steel to which one or more elements besides carbon have been
intentionally added, to produce a desired physical property or characteristic.
Common elements that are added to make alloy steel are
molybdenum, manganese, nickel, silicon, boron, chromium, and vanadium.
Alloy steel is often subdivided into two groups: high alloy steels and low
alloy steels. The difference between the two is defined somewhat arbitrarily.
However, most agree that any steel that is alloyed with more than eight
percent of its weight being other elements beside iron and carbon, is high
alloy steel. Low alloy steels are slightly more common. The physical
properties of these steels are modified by the other elements, to give them
greater hardness, durability, corrosion resistance, or toughness as compared
to carbon steel. To achieve such properties, these alloys often require heat
treatment.
If the carbon level in a low alloy steel is in the medium to high range, it can
be difficult to weld. If the carbon content is lowered to a range of 0.1% to
0.3%, and some of the alloying elements are reduced, the steel can achieve
a greater weldability and formability while maintaining the strength that
steel is known for. Such metals are classified as high strength, low alloy
steels.
Perhaps the most well-known alloy steel is stainless steel. This is a steel
alloy with a minimum of 10% chromium content. Stainless steel is more
resistant to stains, corrosion, and rust than ordinary steel. It was discovered
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in 1913 by Harry Brearley of Sheffield, England, but the discovery was not
announced to the world until 1915. Stainless steel is commonly used in table
cutlery, jewelry, watch bands, surgical instruments, as well as in the aviation
industry. Its familiar luster has also been appropriated for many famous
architectural designs, such as the Gateway Arch in St. Louis, Missouri, and
the pinnacle of the Chrysler Building in New York City.
In all types of alloy steel, the alloying elements tend to either form carbides
or compounds, rather than simply being uniformly mixed in with the iron and
carbon. Nickel, aluminum, and silicon are examples of the elements that
form compounds in the steel. Tungsten and vanadium will form carbides,
both of which increase the hardness and stability of the finished product.
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Composites are a unique class of materials made from two or more distinct
materials that when combined are better (stronger, tougher, and/or more
durable) than each would be separately. They are non-corroding, non-
magnetic, radar transparent and they are designed to provide strength and
stiffness where it is needed.
IMPORTANCE
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Polymer Matrix Composites (PMC‘s) - These are the most common and will
be the main area of discussion in this website. Also known as FRP - Fiber
Reinforced Polymers - these materials use a polymer-based resin as the
matrix, and a variety of fibers such as glass and carbon as the
reinforcement. For example ―fiberglass‖, the first successful modern
composites, is one of the polymer matrix composites. It is used for making
boat hulls, storage tanks, pipes, and car components.
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formaldehyde resins are still in use. FRPs are commonly used in the
aerospace, automotive, marine, and construction industries.
What is FRP?
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Composition
MMCs are made by dispersing a reinforcing material into a metal matrix. The
reinforcement surface can be coated to prevent a chemical reaction with the
matrix. For example, carbon fibers are commonly used in aluminum matrix
to synthesize composites showing low density and high strength. However,
carbon reacts with aluminum to generate a brittle and water-soluble
compound Al4C3 on the surface of the fiber. To prevent this reaction, the
carbon fibers are coated with nickel or titanium boride.
Matrix
Reinforcement
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Application
Carbide drills are often made from a tough cobalt matrix with hard
tungsten carbide particles inside.
Some tank armors may be made from metal matrix composites,
probably steel reinforced with boron nitride, which is a good
reinforcement for steel because it is very stiff and it does not dissolve
in molten steel.
Some automotive disc brakes use MMCs. Early Lotus Elise models used
aluminum MMC rotors, but they have less than optimal heat properties
and Lotus has since switched back to cast-iron. Modern high-
performance sport cars, such as those built by Porsche, use rotors
made of carbon fiber within a silicon carbide matrix because of its high
specific heat and thermal conductivity. 3M sells a preformed aluminum
matrix insert for strengthening cast aluminum disc brake calipers,
allowing them to weigh as much as 50% less while increasing stiffness.
3M has also used alumina performs for AMC pushrods.
Ford offers a Metal Matrix Composite (MMC) driveshaft upgrade. The
MMC driveshaft is made of an aluminum matrix reinforced with boron
carbide, allowing the critical speed of the driveshaft to be raised by
reducing inertia. The MMC driveshaft has become a common
modification for racers, allowing the top speed to be increased far
beyond the safe operating speeds of a standard aluminum driveshaft.
TIMBERS in Automobiles-
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Passengers were therefore in almost direct contact with the firmly mounted
engine. Where the market permitted some isolation was provided by
luxuriously sprung passenger-seating often topped with inflated pneumatic
cushions. For the luxury market it further encouraged the development of
inherently smoother multi-cylinder engines in place of sixes and eights and,
too late for Weymann, the introduction of flexible engine mounts and better
chassis suspension systems in place of primitive leaf springs.
GRP is composed of strands of glass. Each individual glass fiber is very fine with a small
diameter, and they are woven to form a flexible fabric. The fabric is normally placed in a
mould, for instance a mould for a canoe and polyester resin is added, followed by a
catalyst (to speed up the reaction). The process is repeated so that there are many layers
of fiber glass and resin and allowed to dry/cure. The resulting material is strong and light.
Glass Reinforced Plastic can be sanded for a smooth finish and painted.
Three samples of different weaves of fiberglass are seen below. The pattern of weave
determines the strength and weight of the Glass Reinforced Plastic, after resin has been
added. Different weaves have been developed for different practical applications.
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Glass reinforced plastic is lightweight and has good thermal insulation properties. It has a
high strength to weight ratio, making it useful for the production of products such as
water tanks, surfboards, canoes, small boat hulls and similar products. The new European
fighter plane, called ‗Eurofighter‘, has an airframe which includes 12% glass reinforced
plastic.
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Properties of GRP
The practical uses of GRP are virtually endless and it has literally bought the
designers imagination to life. GRP opened many new avenues for creative
designers. Its unique physical properties allow it to be easily tooled, molded
and manufactured to meet almost any specifications. With GRP there are few
constraints on size, shape, color or finish, the styling and appearance can
take precedence over manufacturing costs.
Versatility and Affordability
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The flexibility of GRP and the cost effectiveness of its composite materials
also make it an extremely affordable solution and an economical alternative.
By using GRP industry can manufacture virtually any component or finished
product in any quantity.
Strength and Durability
GRP has a high strength to weight ratio and high flexural strength making it
an attractive lightweight material that builds strength into almost any
finished product or component. Pound for pound GRP can be stronger than
steel and sheet metals.
GRP also has high resistance to environmental extremes and requires very
little maintenance - no rust, no painting, no wood rot plus GRP is non-
corrosive and has a much longer life expectancy when compared to a variety
of construction materials.
With sheet metal, you get a plain box. GRP products have sleek contours
and a superior molded appearance.
Dielectric
GRP parts have excellent dimensional stability and will hold their shapes
under severe mechanical and environmental stresses.
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Properties of GRP
Freedom of Design
The practical uses of GRP are virtually endless and it has literally bought
the designers imagination to life. GRP opened many new avenues for
creative designers. Its unique physical properties allow it to be easily
tooled, molded and manufactured to meet almost any specifications. With
GRP there are few constraints on size, shape, color or finish, the styling
and appearance can take precedence over manufacturing costs.
The flexibility of GRP and the cost effectiveness of its composite materials
also make it an extremely affordable solution and an economical
alternative. By using GRP industry can manufacture virtually any
component or finished product in any quantity.
GRP has a high strength to weight ratio and high flexural strength making
it an attractive lightweight material that builds strength into almost any
finished product or component. Pound for pound GRP can be stronger
than steel and sheet metals.
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Appearance
With sheet metal, you get a plain box. GRP products have sleek contours
and a superior molded appearance.
Dielectric
Acoustic Properties
GRP parts have excellent dimensional stability and will hold their shapes
under severe mechanical and environmental stresses.
Before you can understand how carbon fiber can help solve the oil crisis, you
have to understand what it is. Carbon fiber is a super strong material that's
also extremely lightweight. Engineers and designers love it because it's five
times as strong as steel, two times as stiff, yet weighs about two-thirds less.
Carbon fiber is basically very thin strands of carbon -- even thinner than
human hair. The strands can be twisted together, like yarn. The yarns can
be woven together, like cloth. To make carbon fiber take on a permanent
shape, it can be laid over a mold, then coated with a stiff resin or plastic
(kind of like how you would make something out of papier-mâché by putting
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newspaper strips over a mold, then adding paste to force it to hold the
shape).
Most car components are made of steel. Replacing steel components with
carbon fiber would reduce the weight of most cars by 60 percent. That 60
percent drop in weight would, in turn, reduce that car's fuel consumption by
30 percent and cut greenhouse gas and other emissions by 10 to 20 percent
that‘s a huge fuel savings, even without changing the car's engine. With a
lighter carbon fiber body, car makers could build cars with smaller, more
efficient engines, or increase the use of electric engines, resulting in even
more fuel savings. Reducing weight, increasing fuel efficiency and allowing
for the development of different kinds of engines: That's how carbon fiber
can solve the oil crisis.
Only a few cars available at your local dealership use carbon fiber. The BMW
M6 has some carbon fiber panels on its body, as does the Chevrolet Corvette
ZR1 and the Ford GT. The Audi R8 also includes some carbon fiber. What do
all these cars have in common? They cost a lot of money -- most start above
$100,000. It's rare to see a car with carbon fiber because it's expensive! Ten
years ago, carbon fiber cost $150 a pound. Now, the price is around $10 a
pound. Steel, on the other hand, costs less than a dollar per pound. Many
analysts say that for carbon fiber to make it into widespread use in cars, the
price will have to drop to about $5 per pound Cost is the main hurdle carbon
fiber will have to overcome before it can provide a viable energy solution.
The second hurdle is waste disposal. When a typical car breaks down, its
steel can be melted and used to construct another car (or building, or
anything else made of steel). Carbon fiber can't be melted down, and it's not
easy to recycle. When it is recycled, the recycled carbon fiber isn't as strong
as it was before recycling. Carbon fiber recycled from a car isn't strong
enough to be used in building another car. That's a big issue. Having more
cars use carbon fiber would save a lot of oil, but it could also generate a lot
of waste.
As it stands now, carbon fiber could solve the oil crisis. It's lightweight,
durable and safe. But it's also expensive and difficult to recycle. For now, it
looks like carbon fiber is just going to be one of many solutions to the oil
crisis. When combined with efficient engines, other, cheaper materials and a
change in driving habits, carbon fiber is just one piece of the energy puzzle.
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Thermoplastic
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Tensile yield strength is the maximum engineering stress in psi (or Pa) at
which a permanent non-elastic deformation of the thermoplastic material
begins.
Yield Point
Yield point is the first point where the specimen yields, where the specimen's
cross-sectional area begins to contract significantly, or where the strain can
increase without increase in the stress.
Tensile Modulus
Tensile modulus or Young's Modulus is the ratio of stress to strain within the
elastic region of the stress-strain curve before the yield point.
Thermoplastic Characteristics
PB - Polybutylene
flexible pipe
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PE - Polyethylene
flexible pipe
Used for pressurized water systems - sprinkler.
not usable for hot water
flexible pipe
Used for pressurized water systems - sprinkler.
PP - Polypropylene
lightweight
temperature up to 180oF (82oC)
highly resistant to acids, bases and many solvents
usable in laboratory plumbing
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Styrene
Styrene is essential in the creation of many products that we use every day.
A few of the most familiar uses of styrene include:
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The core is bonded to the skins with an adhesive or with metal components
by brazing together.
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Industrial Design is the use of both applied art and applied science to
improve the aesthetics, ergonomics, functionality, and/or usability of a
product, and it may also be used to improve the product's marketability and
even production. The role of an industrial designer is to create and execute
design solutions for problems of form, usability, physical ergonomics,
marketing, brand development, and sales.
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What is aesthetics?
Elements of Aesthetics
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how fashionable it is
whether it is a novelty, or an old favourite
whether it is a symbol of wealth or love
how much danger or risk is involved
if it provides a link with your past
You might also take into account whether it is safe and reliable and fit
for its purpose.
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CAD software for mechanical design uses either vector based graphics to
depict the objects of traditional drafting, or may also produce raster graphics
showing the overall appearance of designed objects. However, it involves
more than just shapes. As in the manual drafting of technical and
engineering drawings, the output of CAD must convey information, such as
materials, processes, dimensions, and tolerances, according to application-
specific conventions.
Ergonomics of vehicle
In the context of a car, that means considering anything from the placement
of a radio dial to how a person sits in a passenger seat. One ergonomics
engineer for Ford described her job as‖ human factors engineering‖. So while
engineers may design cars to be ergonomically friendly, it doesn't mean that
one design will work for all users, especially if the car is designed for a
person of certain proportions.
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In this article, we'll take a look at the design of car ergonomics and how to
take full advantage of them for health, comfort, efficiency and safety. First,
let's see what role ergonomics play for a person in the driver's seat.
Vehicle Surfaces
The materials used for vehicle load beds (in rigid, curtain-sided and flatbed
vehicles) generally present a low-slip risk when dry, but it is likely that they
will become wet during normal use. They may then become slippery.
Tests have been carried out on a range of materials used on vehicle load
areas, looking at the surface or micro roughness and slip resistance in both
wet and dry conditions.
Composite resin and aggregate surfaces have been found to give good slip-
resistance in both wet and dry conditions while aluminium chequer plate
performs relatively poorly when wet.
The speedometer, one of the most frequently used tools, tells you how fast
you're going. Traditionally, this gauge relied upon a cable that connected the
speedometer to a gear inside the transmission, but now, electric sensors are
used with most dashboard devices. Instrument panels basically have a feed
of constantly updated information from around the car; in fact, about one-
half of a vehicle's total wiring can be found in the dashboard display.
If you drive a stick, you're probably well familiar with the tachometer,
which measures revolutions per minute (RPM) in the engine. Knowing this
information can help you shift at a time when you'll get maximum fuel
economy.
Ever needed a jump when your battery went dead? You might have paid
more attention to the charging system gauge or warning light afterwards.
The amount of electrical current that the charging system provides to your
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While many of us strive to lower our blood pressure, we should never strive
to have low oil pressure. The oil pressure gauge measures oil pressure in
pounds per square inch, and you're going to have a big problem if that
pressure falls in a car. Unless you want to destroy your vehicle, stop the car
as soon as possible when this gauge alerts you to a problem; you'll likely be
warned via an oil lamp warning light in the dash. Similarly, if your engine
gets too hot, you should also get off the road as soon as you can. Your
temperature gauge, which measures the temperature of engine coolant,
will alert you to a dangerous situation.
There are a host of other warning lights designed to let you know about the
status of the car. Though there have been some efforts to standardize these
lights in all makes and models, they are currently personalized to some
extent by car manufacturers. You might see these lights for everything from
a reminder that someone's not wearing a seatbelt to a warning that tire
pressure is low. For more details about what a certain light is trying to tell
you, consult your car's manual.
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The car instrument panel is following the lead of the center stack in going to
LCDs. The instrument cluster or instrument panel is what‘s on the far side of
the steering wheel. The center stack is where the radio/head unit and
climate control knobs live. Within five years (by 2017), nearly two thirds of
cars sold in North America will have a center stack with a display radio, or
head unit with an LCD of at least 4.5 inches rather than a dumb, one- or
two-line text display, according to IHS Automotive, a Minnesota consulting
group. Try scrolling a thousand-song smartphone list on a text display for
quick proof of why you want an LCD display. As for the instrument panel,
85% of cars will have at least a partial LCD and more than 10% will be full
LCDs. ―Infotainment is the main driver for most display radios,‖ says Mark
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Boyadjis, an IHS senior analyst. ―Safety is the main driver for LCD displays
in the instrument cluster or small displays in the head unit.‖ The US is
requiring all cars built by September 2014 to have a rear camera and display
in the cockpit. An LCD backup (reversing) camera display embedded in the
inside mirror is acceptable, too, though they‘re small and can be affected by
sunlight.
The industry hasn‘t yet settled on a term for an instrument panel that uses
an LCD or brighter OLED, so you‘ll hear digital dashboard, virtual instrument
cluster, reconfigurable instrument cluster, glass cockpit (borrowed from the
aviation industry), and digital instrument cluster display (ICD) used to
describe the instrument panel of the near future. Information presented in
the instrument panel is easier to see at a glance because the driver just
looks down, not over and down as with center stack displays. A head-up
display is even better, but the cost is around $1,000 and some drivers find
them distracting even when they show a pared-down subset of info (speed,
cruise-control speed, next turn).
Full digital ICDs have been on a handful of cars for 3-4 years. Jaguar and
Land Rover were early pioneers in full digital ICDs with the Jaguar XJ and
Land Rover‘s Range Rover (pictured above). Both use 12.3-inch LCD panels.
At the very least, a full digital instrument panel usually lets the driver switch
between a digital and analog speedometer, or even have the digital readout
set inside the analog speedometer gauge. Switching from miles to
kilometers is a snap when you drive in Canada or Mexico. It could allow the
over-40 driver to increase the font size of information. For old farts who
maybe shouldn‘t be driving at all, the text could be really big. For the forty-
something driver who needs reading glasses and isn‘t wearing them, or who
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has sunglasses ground only for distance vision, larger fonts would make
make the make the cockpit information more legible. So far, automakers
haven‘t rushed to implement sizable fonts, even though they talk a good
game about being sensitive to the boomer population.
The most recent car to make a splash with a full LCD instrument cluster is
the full-size Cadillac XTS (pictured at the top of the story), announced in the
spring, and followed by the compact Cadillac ATS sport sedan, with a partial
digital ICD. It, too, has a 12.3-inch, 1280×480 panel.
The Cadillac XTS display is highly but not infinitely configurable. First, you
can set four themes for the instrument panel display, called Simple,
Enhanced, Balanced (photo), and Performance, with less or more
information. Then you can tinker with the display elements. The 3-inch
center of the speedometer (middle gauge) can be digital speed readout or a
moving map. This is part of the Cadillac User Experience (CUE) infotainment
package that also includes an 8-inch capacitive touch center stack LCD. The
XTS driver can swipe or flick windows of information from the center stack
over to the instrument panel LCD.
But you can‘t make the map any bigger in the instrument panel or move it
to the seemingly underused gauge on the right. Boy racers believe the
tachometer (left gauge) redline should point straight up in a properly
sporting car run at the track, but that is something you can‘t do, a Cadillac
marketing manager said with a bit more NFW emphasis than I thought the
question called for. It goes without saying that you can‘t download an
instrument panel template and roll your own interface. Yet Hackers, take
your marks…
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Some automakers started their trek to the glass cockpit with partial digital
ICDs such as this 2010 BMW 7 Series. The small and large gauges on top
are mechanical and that trademark look hasn‘t changed much since the
seventies. The strip at the bottom is a wide LCD that you can customize a bit
by deciding what elements you‘d like to see. BMW has since expanded to a
full digital ICD, 12 inches across, for the 7 Series and 5 Series. The Cadillac
ATS, a compact sports sedan, also has a partial digital ICD.
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If you build a hybrid, the owner gets, free of charge, all manner of positive
reinforcement telling you what great job you‘re doing. Ford calls this attaboy
LCD Smart Gauge, a pair of 4.5-inch LCDs flanking the speedometer. If
you‘re a conservative driver, you collect green leaves, as on the Ford Fusion
Hybrid (pictured above). The driver can customize what the gauges show,
including a small navigation screen, phone info, infotainment (artist, track,
album), or efficiency on the right. The left-side information can be made
more or less complex as well. Ford offers the Smart Gauge on a wide line of
cars, not just hybrids that have the My Ford Touch and Ford Sync
infotainment system.
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Can you have too much of a good thing? Concept cars and soon production
cars may have high and low LCD displays in the center stack with dual 7- or
8-inch displays. While some higher-end cars have 10-inch displays, IHS‘
Boyadjis says prices are falling most for 8-inch LCDs. A higher panel is
better for quickly seeing information. Low is better for touching and swiping
with your finger. The Infiniti LE concept car incorporates two center stack
panels in addition to to a full digital instrument panel.
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DIMENSION LIMIT
Overall Length Maximum 23 m1, 2
Overall Width Maximum 2.6 m3
Overall Height Maximum 4.15 m4
Tractor
Wheelbase Maximum 6.2 m5
Tandem axle spread Minimum 1.2 m/Maximum 1.85
m
Semi-trailer
Length Maximum 16.2 m
Wheelbase Minimum 6.25 m/Maximum 12.5
m6
Kingpin setback Maximum 2.0 m radius
Effective rear overhang Maximum 35% of wheelbase7
Tandem axle spread Minimum 1.2 m/Maximum >
1.85 m
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The maximum axle weight limits and maximum gross vehicle weight limits
set out in this Section are for axles equipped with dual tires, except for
steering axles. The maximum gross vehicle weight limit for a vehicle or
combination of vehicles composed of axles equipped with single tires or a
combination of single tires and dual tires is the sum of the maximum axle
weight limits in Section C–Axle Weight Limits of Part 1–Vehicle Weight and
Dimension Limits for the particular axles equipped with single tires or a
combination of single tires and dual tires for a specified class of highway.
The maximum gross vehicle weight limit of a vehicle or combination of
vehicles equipped with single tires or a combination of single and dual tires
must not exceed the maximum gross vehicle weight limit of a similar vehicle
or combination of vehicles equipped, except for the steering axle, with dual
tires for a specified class of highway.
WEIGHT LIMIT
Axle Weight Limits:
Steering Axle Maximum 5500 kg1
Single Axle (dual tires) Maximum 9100 kg
Tandem Axle (including tandem
equivalent axle)
Axle spread 1.2 m to 1.85 m Maximum 18 000 kg
Axle spread > 1.85 m Maximum 18 000 kg
Tridem Axle (including tridem equivalent
axle)
Axle spread 2.4 m to less than 3.0 m Maximum 21 000 kg
Axle spread 3.0 m to less than 3.6 m Maximum 24 000 kg
Axle spread 3.6 m to 3.7 m Maximum 26 000 kg
Axle spread greater than 3. 7 m Maximum 18 000 kg4
Triaxle Axle
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UNIT 3) Aerodynamics
It's unpleasant to think about, but imagine what would happen if you drove
your car into a brick wall at 65 miles per hour (104.6 kilometers per hour).
Metal would twist and tear. Glass would shatter. Airbags would burst forth to
protect you. But even with all the advancements in safety we have on our
modern automobiles, this would likely be a tough accident to walk away
from. A car simply isn't designed to go through a brick wall.
But there is another type of "wall" that cars are designed to move through,
and have been for a long time -- the wall of air that pushes against a vehicle
at high speeds.
Most of us don't think of air or wind as a wall. At low speeds and on days
when it's not very windy outside, it's hard to notice the way air interacts
with our vehicles. But at high speeds, and on exceptionally windy days, air
resistance (the forces acted upon a moving object by the air -- also defined
as drag) has a tremendous effect on the way a car accelerates, handles and
achieves fuel mileage.
Essentially, having a car designed with airflow in mind means it has less
difficulty accelerating and can achieve better fuel economy numbers because
the engine doesn't have to work nearly as hard to push the car through the
wall of air.
Engineers have developed several ways of doing this. For instance, more
rounded designs and shapes on the exterior of the vehicle are crafted to
channel air in a way so that it flows around the car with the least resistance
possible. Some high-performance cars even have parts that move air
smoothly across the underside of the car. Many also include a spoiler -- also
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known as a rear wing -- to keep the air from lifting the car's wheels and
making it unstable at high speeds. Although, as you'll read later, most of the
spoilers that you see on cars are simply for decoration more than anything
else.
In this article, we'll look at the physics of aerodynamics and air resistance,
the history of how cars have been designed with these factors in mind and
how with the trend toward "greener" cars, aerodynamics is now more
important than ever.
Aerodynamic Forces
Laminar Separation
Tripping of Boundary Layer
Pressure Distribution
Wake
Tires
Glass and Trim
General Improvements
Unconventional Features
Aerodynamic Forces
Lift force
Drag force
Side force
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Force coefficients
Example
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Example
o Rear Spoiler (Mazda RX-7 R-2)
o CD = 0.31 (0.29 without spoiler)
o CL front = 0.10 (0.16 without spoiler)
o CL rear = 0.08 (0.08 without spoiler)
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Underbody improvements
o Aerodynamic properties
o Reduce drag
o Increase down force
Laminar Separation
Laminar Separation
o Flow separation inside the boundary layer
Laminar Bubble
o Streamlines enclosed within the laminar separation
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The rear end shape is the most critical factor in lowering the drag
coefficient
Flow separation above the rear window can cause annoying dirt
deposits on the glass
Pressure Distribution
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Example of inlet
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Wake
Increases drag
Presents danger to the following vehicles
Can be controlled with small fins or smooth edges
Tires
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Effect of all-wheel-steering
Drag can be reduced by making glass and trim as flush with the body
as possible
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General Improvements
1- Front spoiler
4- Aerodynamic mirrors
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Unconventional Features
1969 Chaparral 2J used auxiliary fans to create suction under the car
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Aerofoil
There has been much discussion with regards to how and why airfoils really
work. The popularly-known explanation (as seen in K-6 textbooks) involves
mis-applying Bernoulli‘s principle by stating that high-pressure, low-velocity
air on the bottom-side of the airfoil and low-pressure, high-velocity air on
the top-side, which recombines at the trailing edge of the airfoil at the
same time, regardless of angle-of-attack, is the sole mechanism by which
lift is generated.
Well, if this is the case, then we would have a really, really tough time
trying to explain how airplanes fly upside down:
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The truth is, the top-side air travels significantly faster than the bottom-
side air. They never recombine
Additionally, the image below illustrates, using pressure patterns, that the
angle-of-attack indeed has profound effects on the lift that's generated.
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Considerations must be made for all of the above items when designing,
installing, and using an airfoil on a race car.
3D airfoils:
A 3D airfoil is an airfoil that has variable airfoil cross section across its
span. Most modern aircraft airfoils are 3D airfoils. When a 3D airfoil is
designed for use on a production-based race car, the outer sections will
typically have much more AOA built-in than the center section. For
example, if the center section is set to zero degrees (relative to the
ground), then the outer sections may end up at 15 degrees angle (relative
to the ground.
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work.
Overview
The four basic categories of airfoil shapes are Reflex, Wright Brothers,
Bernoulli, and Modern.
To make a reflex wing from a lunch tray, just sand the leading edge and
trailing edge enough to round the corners.
If you can find a lunch tray that is warped or bent, you can round the
leading and trailing edges to make a Wright Brothers wing.
To make a symmetrical Bernoulli wing, round the leading edge but sand
back about 1/4 to 1/3 of the way back. For the trailing edge, sand along the
length of the wing from both the top and bottom. Sand until the trailing edge
is a smooth wedge from about half way back on the wing to the trailing
edge.
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To make a modern airfoil shape with a lunch tray, round the leading edge.
But, just round the bottom edge slightly and round the top edge to 1/4 to
1/3 of the way back. For the trailing edge, sand down just from the top.
You can also make a modern wing with a 1/2 inch or 3/4 inch thick piece of
pink insulation foam.
To sand the trailing edge of a Bernoulli or Modern wing, place the wing blank
along the edge of a table. Use the sandpaper and sand lengthwise to achieve
your desired wing shape. Use many light passes.
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Bernoulli Wing
As air moves past a streamlined shape like this the air speeds up on the top
and bottom and the pressure drops. If you tip the wing up a little, the
pressure will drop more on the top than the bottom and you will get lift.
A Bernoulli wing will not get any lift until you tip it up a little bit. It will
then get more lift than the reflex wing. The Bernoulli wing will also resist
stalling for a larger angle than a reflex wing.
Since the Bernoulli airfoil does not give any lift when it goes straight into the
wind, it is just the thing for your tail surfaces, the horizontal and vertical
stabilizers. You can also use the Bernoulli wing shape for your main wing.
To get lift when going straight into the wind and good stall resistance,
combine the Wright Brother's wing and the Bernoulli wing into the Modern
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Aerofoil Theory
Aerofoil are streamline shaped wings which are used in airplanes and turbo
machinery. These shapes are such that the drag force is a very small
fraction of the lift. The following nomenclatures are used for defining an
aerofoil
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The chord (C) is the distance between the leading edge and trailing
edge.
The length of an aerofoil, normal to the cross-section (i.e., normal to
the plane of a paper) is called the span of a aerofoil.
The camber line represents the mean profile of the aerofoil. Some
important geometrical parameters for an aerofoil are the ratio of
maximum thickness to chord (t/C) and the ratio of maximum camber
to chord (h/C). When these ratios are small, an aerofoil can be
considered to be thin. For the analysis of flow, a thin aerofoil is
represented by its camber.
When the motion of a wing starts from rest, vortices are formed at the
trailing edge.
At the start, there is a velocity discontinuity at the trailing edge. This is
eventual because near the trailing edge, the velocity at the bottom
surface is higher than that at the top surface. This discrepancy in
velocity culminates in the formation of vortices at the trailing edge.
Figure 23.6(a) depicts the formation of starting vortex by impulsively
moving aerofoil. However, the starting vortices induce a counter
circulation as shown in Figure 23.6(b). The circulation around a path
(ABCD) enclosing the wing and just shed (starting) vortex must be
zero. Here we refer to Kelvin's theorem once again.
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Initially, the flow starts with the zero circulation around the closed
path. Thereafter, due to the change in angle of attack or flow velocity,
if a fresh starting vortex is shed, the circulation around the wing will
adjust itself so that a net zero vortices is set around the closed path.
Real wings have finite span or finite aspect ratio (AR) λ , defined as
Where b is the span length, As is the plan form area as seen from the top..
For a wing of finite span, the end conditions affect both the lift and the
drag. In the leading edge region, pressure at the bottom surface of a
wing is higher than that at the top surface. The longitudinal vortices
are generated at the edges of finite wing owing to pressure differences
between the bottom surface directly facing the flow and the top
surface.
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Heave Pitch, Roll, Warp and Yaw -In order to study the response of the
car to control inputs or disturbances, it is necessary to combine more than
one coordinate system to fix the position of the components in space. The
convention for the complete car has been taken from aeronautics with an
Earth-Fixed axis system XYZ as shown in the diagram.
The car has its own axis notation xyz. the suspension pick up points related
to a z axis O-Line plane for the base of the chassis (this may not be the
lowest point on the car). The x axis often points rearwards and is normally
related to a front bulkhead. The y axis is lateral from the centre line. Note
that the z axis origin is not at the ground plane, and there is no rake to the
z plane. These coordinates must be related to the Earth-Fixed system before
handling analysis can take place.
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Yaw
The yaw allows the vehicle to move towards the left or right while in motion. The
movement is done about a vertical axis
Pitch
The pitch refers to the movement of the vehicle‘s nose either up or down.
Roll
where:
is the drag force, which is by definition the force component in the direction of
the flow velocity,
is the mass density of the fluid,
is the speed of the object relative to the fluid and
is the reference area.
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Note that both Fd and Frr are negative indicating that these forces act opposite to the
direction of the velocity. Note also that Fd is increases as the square of velocity. This is
why driving at high speeds is much less efficient than driving at low speeds. Combining
these formulas with a bit of algebra gives us the acceleration due to air and wind
resistance as a function of velocity:
a = -(Cd*A*0.5*rho*V2)/M – Crr*g
The Automotive Wind Tunnel Emmen (AWTE) infrastructure is specifically dedicated to the
development of race and production cars up to 50% size.
The wind tunnel is equipped with a rolling road system and a multi axis model
manipulator for modeling ride height, yaw, roll and steering conditions. The ultimate
aerodynamic optimization can be achieved by the use of the dynamic shaker system in
combination with time dependent acquisition for in stationary driving behavior. RUAG
customers can count on state of the art infrastructure, motivated employees, and efficient
testing.
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The aerodynamics of the race car is multi-functional. The first purpose is to make it as
streamline as possible. The second purpose is to provide downforce for the race vehicle.
The last reason is to control the airflow over the car‘s body.
This is a computer generate red image of the airflow over the cars' body.
Streamlining a vehicle means reducing the drag of the vehicle traveling through the air.
This is done two ways: one is making the surfaces in contact with the air as smooth as
possible. The second way is decreasing the size of the car. This is due to the fact that
DRAG = ½DρAυ²; where D is a drag coefficient (which is dependent on the smoothness
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of the material), ρ is the density of air, υ is the velocity traveling through the air, and A is
the cross-sectional area of the vehicle. By reducing the cross-sectional area of the
vehicle, vehicles can have less drag and in turn drive faster. As mentioned before, the
drag coefficient is related to how smooth the material is that the air is traveling over.
DRAG = ½DρAυ²
Down force is the opposite of lift. This is the result of Bernoulli‘s effect. Bernoulli‘s effect
explains how fluids, in this case the air, will react when traveling over the wing surface.
Lift occurs due to a difference in pressures on opposite sides of airfoils caused by this
effect. The wings on race cars are essentially wings flipped upside-down so that the lifting
force is directed in a downward direction. This is downforce.
The theory behind creating downforce is to increase the force the vehicle has on the
ground. This in turn will increase the traction of the tires, enabling the race cars to make
sharp corners at higher speeds. Most race cars create so much downforce that at speeds
greater than 100 mph they have enough downforce that they could drive on a road that
was up-side down.
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By controlling the airflow over the car‘s body, designers can direct more air to those
components that need it most. For example, most cars have vents located on the inside
of tires to direct air over the brake discs and brake calibers. This helps keeping the brakes
cool therefore making them more effective. Designers also try to direct more air to the
cooling and powering of the engines. By increasing the airflow to these components,
mainly the engine‘s radiators, turbo chargers, and intakes, they can make the car more
powerful and faster.
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Down force:
4539 lbs. @ 150 mph, with 893 lbs. of drag
6536 lbs. @ 180 mph, with 1286 lbs. of drag
8069 lbs. @ 200 mph, with 1588 lbs. of drag
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- Skin Friction which results from the viscous shear of the fluid flowing over
the object surfaces.
The form drag is the resultant of resolved forces normal to the surface of the
object and the skin-friction is the resultant of resolved forces tangential to
the surface. The total drag on an object is called the profile drag and is the
sum of the pressure and skin-friction drag
when the drag is primarily viscous drag, the body is streamlined, and when
the drag force is primarily pressure drag the body is called a bluff body.
If the cylinder rotates, as shown below, the drag between the surface and
the fluid results in the fluid flow as shown. The flow results in higher fluid
velocities above the cylinder compared with the flow below the cylinder
. Application of bernoulli's equation results a lower pressure above the
cylinder and a consequent lift.
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Frames
The seperate frame and body type of vehicle construction (image 1 and 2) is
the most common technique used when producing most full-size and cargo
vehicles. In this type of construction, the frame and the vehicle body are
made seperately, and each is a complete unit by itself. The frame is
designed to support the weight of the body and absorb all of the loads
imposed by the terrain, suspension system, engine, drive train, and steering
system, ad the body merely contains and, in some cases, protects the cargo.
The body generally is bolted to the frame at a few points to allow for flexure
of the frame and to distribute the loads to the intended load-carrying
members. The components of this type of frame are as follows:
The SIDE MEMBERS or rails are the heaviest part of the frame. The side
members are shaped to accomodate the body and support the weight. They
are narrow toward the front of the vehicle to permit a shorter turning radius
for the wheels and then widen under the main part of the body where the
body is secured to the frame. Trucks and trailers commonly have frames
with straight side members to accomodate several designs of bodies and to
give the vehicle added strength to withstand heavier loads.
The CROSS MEMBERS are fixed to the side members to prevent weaving and
twisting of the frame. The number, size and arrangement of the cross
members depend on the type of vehicle for which the frame was designed.
Usually, a front cross member supports the radiator and the front of the
engine. The rear cross members furnish support for the fuel tanks and rear
trunk on passenger cars and the tow bar connections for trucks. Additional
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cross members are added to the frame to support the rear of the engine or
power train components.
The GUSSET PLATES are angular pieces of metal used for additional
reinforcement on heavy-duty truck frames. With this type of frame
construction, the body structure only needs to be strong and rigid enough to
contain the weight of the cargo and resist any dynamic loads associated with
cargo handling and cargo movement during vehicle operation and to absorb
shocks and vibrations transferred from the frame. In some cases,
particularly under severe operating conditions, the body structure may be
subjected to some torsional loads that are not absorbed completely by the
frame. This basically applies to heavy trucks and not passenger vehicles. In
a typical passenger vehicle, the frame supplies approximately 37 percent of
the tensional rigidity and approximately 34 percent of the bending rigidity;
the balance is supplied by the body structure. The most important
advantages of the separate body and frame construction are as follows:
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An integrated frame and body type construction allows and increases in the
amount of noise transmitted into the passenger compartment of the vehicle.
However, this disadvantage is negated by the following advantages:
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Mechanical linkage for lifting and lowering the window glass includes a
sliding arm that operates by scissor action.
Before fitting the new mechanism, grease the pivot and sliding bearings and
the gear teeth on the regulator. Lightly smear the whole mechanism with
petroleum jelly which will act as a protection against rust.
To refit the new assembly, which includes the regulator and sliding arm,
follow the removal procedure in reverse. Retape the polythene sheet in
position. Test the mechanism before refitting the door panel and trim.
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necessary, readjust the pulley until it is. Take care not to over-adjust, which
will strain the cable and regulator.
If the cable is broken or frayed and needs renewing, you will probably have
to buy it as part of a complete assembly with a new regulator.
There are different assemblies for right-hand doors and left-hand doors.
Make sure you buy the correct one.
To fit a new cable, take the cable clamps off the bottom of the window glass,
push the window closed, and tape it to the top of the frame.
Undo the fixing screws to remove the regulator and cable drum, and the
cable.
Slacken the adjustable pulley. Screw the new regulator and its loop of cable
in position.
To wind the cable on to the grooves of the cable drum, take the length fixed
to the drum on the side nearest to the middle of the car. Loop it round the
furthest bottom pulley.
Fit the winder to the regulator and drum. Keeping the cable taut, wind it on
to the drum. Turn the winder anti-clockwise on a right-hand door, clockwise
on a left-hand door.
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Take care that the spare part of the cable does not wrap round the drum,
and wind until all the grooves in the drum are filled and the upper part of the
cable is vertical.
Keeping the cable taut, loop it round the rear upper pulley, the front lower
pulley, and the front upper pulley. Make sure it does not kink.
Tension the cable by moving the adjustable pulley. Oil the pulley spindles
with engine oil, and grease the cable.
To re-attach the window glass to the mechanism, wind the cable fully down,
then up again one full turn of the winder. Some regulators have an indicator
to mark the point. UN tape the glass, lowers it fully and re-clamp it to the
cable.
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The bottom screws of the rack may be on the underside of the door. Lift out
the rack and winder boss through the access aperture.
Grease all the moving parts of the new rack assembly before fitting.
Position the handle-fixing holes on the boss to align with the winder handle.
Refit the handle and wind the mechanism fully down. Untape the glass and
refit it on the rack.
Check that the glass moves smoothly up and down. If not, adjust its position
on the rack until it does.
When the actuator moves the latch up, it connects the outside door handle
to the opening mechanism. When the latch is down, the outside door handle
is disconnected from the mechanism so that it cannot be opened.
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To unlock the door, the body controller supplies power to the door-lock
actuator for a timed interval.
This actuator can move the metal hook shown in this photo to the
left or right. When mounted in the car, it is vertical, so the hook can
move up or down. It mimics your motions when you pull the knob up
or push it down.
Inside the Actuator
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This system is quite simple. A small electric turns a series of spur gears that
serve as a gear reduction. The last gear drives a rack-and-pinion gear
set that is connected to the actuator rod. The rack converts the rotational
motion of the motor into the linear motion needed to move the lock.
One interesting thing about this mechanism is that while the motor can turn
the gears and move the latch, if you move the latch it will not turn the
motor. This is accomplished by a neat centrifugal clutch that is connected to
the gear and engaged by the motor.
When the motor spins the gear, the clutch swings out and locks the small
metal gear to the larger plastic gear, allowing the motor to drive the door
latch. If you move the door latch yourself, all of the gears will turn except
for the plastic gear
Instrumentation
Steering Wheel
Ignition
Accelerator
Brakes
Gearshift
Clutch
Horn
Mirrors
Lights
Turn Signals
Hazard Lights
Windshield Wipers
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Steering Wheel
Oil Pressure Warning Light: this
light goes on when the engine oil is
not circulating at the required
The steering wheel is located
pressure. Some vehicles have an
directly in front of the driver‘s seat.
oil pressure gauge that reads LOW
Turning the steering wheel
when the engine's oil pressure is
transmits force, which turns the
too low. If you see an oil pressure
wheels to determine the direction
warning while driving, STOP
of travel.
immediately at a safe place and
turn off the engine.
Most vehicles today have power
steering, which makes turning the
Battery Low Warning Light: when
wheel relatively easy. If you have
this light goes on or the battery
power steering and find it
gauge reads LOW, this means that
necessary to exert a lot of physical
the battery power is running out.
force to turn your wheel, you
should probably take your car to a
mechanic.
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Accelerator
`
The ignition is located either on the
side of the steering column or on
the dashboard. It is a multifunction The accelerator is also known as
switch, into which you insert your gas pedal. It is the pedal located
key, in order to energize the on the floor on the far-right. This
electrical circuits and activate your pedal controls the amount of gas
starter motor. being fed into the engine and
thereby controls the speed of the
vehicle. You push the accelerator
with your right foot with your heel
resting on the ground. Do not be
jerky with the accelerator. Rather,
push it gradually while your car
speeds up.
Brakes
Ignitions usually have three
positions which serve different
purposes. You turn your key
clockwise to go to a higher position
and counter-clockwise to
deactivate it. The first position is
the off position when your car is in
park. The second position causes
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The parking brake can be either a
pedal operated by your left foot, a
lever under the dashboard, or a
lever to the right on the floor. It
applies brakes to keep the car from
moving when parked or to slow the
car down if the regular brakes fail.
On cars with a manual
transmission, the gearshift is
actually a stick shift. You must
learn to synchronize your gear
shifting with pushing the clutch
pedal.
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Horn
Your car is equipped with both
rearview and side mirrors. Make
sure that your mirrors are properly
adjusted before you begin driving.
The rearview mirror is located at
the top center of your windshield.
It is shaped like a rectangle and
allows you to see what is
happening behind you.
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by law that if you turn on your side of the road. Most of the states
wipers you must also turn on your require that you switch to low-
lights. beams 500 ft. or more from
oncoming vehicles. Consult your
state's Drivers Handbook for
details. The switch for headlights
varies between vehicles. Consult
your car's owner manual to make
sure you know exactly how to turn
your headlights on.
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Turn Signals
Your car is equipped with turn
signal lights on its four corners. On
Your hazard lights warn other
the inside of your car, these turn
drivers of an emergency situation
signals usually appear as green
you may be encountering. All four
arrows facing the direction of the
turn signal lights come on when
intended turn.
you activate your hazard lights.
Again, consult your car owner's
manual for the exact location of
the hazard lights switch/button in
your vehicle.
Windshield Wipers
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Driver’s Visibility
VEHICLE CODY ENGINEERING AND SAFETY M A QADEER SIDDIQUI
In transport, driver visibility is the maximum distance at which the driver of a vehicle can
see and identify prominent objects around the vehicle. Visibility is primarily determined
by weather conditions and by a vehicle's design. The parts of a vehicle that influence
visibility include the windshield, the dashboard and the pillars. Good driver visibility is
essential to safe road traffic.
Wiring
A car's wiring has to distribute power from the battery to devices located all over the car. It
also has to transmit data on a data bus, as well as a variety of digital and analog signals
from switches and sensors.
This means that there are many different types of wires in your car. Some wires that
transmit signals from switches or sensors carry almost no current. Those that provide
power to large electric motors carry lots of current.
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much current goes || www.android.jntuworld.com
through a wire, it can|| overheat
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and||melt.
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The amount of current
that a wire can handle depends on its length, composition, size and how it is bundled. Let's
VEHICLEtake
CODY a quick look
ENGINEERING at SAFETY
AND how each of these properties M affects theSIDDIQUI
A QADEER wire's current-carrying
capacity:
Length - Each type of wire has a certain amount of resistance per foot -- the longer the
wire, the larger the resistance. If the resistance is too high, a lot of the power that flows
down the wire will be wasted; the energy lost as heat builds up in the wire. Ultimately, heat
build-up limits the current-carrying capacity of the wire, as the temperature must not get
hot enough to melt the insulation.
Composition - Automotive wire is usually composed of fine copper strands. Generally, the
finer the strands, the lower the resistance and the more current the wire can carry. The type of
copper used has an effect on the resistance of the wire, too.
Wire gauge - The wire gauge, or size of the wire, also determines how much resistance the
wire has. The larger the wire, the less resistance. The smaller the gauge, the larger the wire --
so a 16-gauge wire is bigger than a 24-gauge wire. Wire gauges go all the way down to zero,
which is also called 1/0 (one aught). Even bigger than 1/0 is 00 (2/0, or two aught), and so
on. The diameter of a 4/0 (four aught) wire is almost half an inch (1.27 cm).
Bundling - The way a wire is bundled affects how well it can dissipate heat. If the wire is in a
bundle with 50 other wires, it can carry a lot less current than if it were the only wire in the
bundle.
Fuses
The main job of the fuse is to protect the wiring. Fuses should be sized and located to
protect the wire they are connected to. If a device like your car radio suddenly draws enough
current to blow the fuse, the radio is probably already toast. The fuse is there to protect the
wire, which would be much harder to replace than the radio.
Most cars have two fuse panels. The one in the engine compartment holds the fuses for
devices like the cooling fans, the anti-lock brake pump and the engine control unit -- all of
which are located in the engine compartment. Another fuse panel, usually located in the
dashboard near the driver's knees, holds fuses for the devices and switches located in the
passenger compartment.
We saw in the last section how the heat build-up in the wire depends on the resistance and the
amount of current flowing through the wire. Fuses are really just a special type of wire in a
self-contained connector. Most automotive fuses today have two blade connectors and a plastic
housing that contains the conductor. There are also some fuses that are in the wiring of the
car, called fusible links.
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The conductor inside the fuse is made of a metal similar to solder. It has a lower melting
point than the wire itself. The size of the conductor is calibrated very carefully so that when
the rated current is reached, enough heat is generated to melt the conductor and so break the
circuit.
When a fuse is blown, it must be replaced before the circuit will work. A blown fuse must be
replaced with a fuse of the same amperage.
Checking Fuses
The most foolproof way to check a fuse is to pull it out of its receptacle and hook up a
continuity tester to both blades of the fuse. But if you do this while the fuse is plugged in,
you could get continuity through a path other than the fuse (for instance, both sides of the
wire may be grounded when you check the fuse). You can usually tell if a fuse is blown by a
visual inspection:
Connectors
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Connectors are critical to|| today's
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cars. Without them, it would be || www.android.jwjobs.net
nearly impossible to build or
service a car. Whenever a bundle of wires passes through or attaches to a component of the
car CODY
VEHICLE that ENGINEERING
might haveAND to SAFETY
be removed, there must be a M connector there to allow for that removal.
A QADEER SIDDIQUI
A single connector can have more than 100 wires.
In the past, unreliable connectors have been the source of many electrical problems.
Connectors have to be waterproof (modern connectors have several seals to keep out
moisture), corrosion proof and provide good electrical contact for the life of the vehicle.
The connector pictured below is an eight-terminal connector -- it connects eight wires to each
other.
To make this connection, there are a total of 23 separate parts. The main parts are:
The shell
The pins and sockets
The pin retainer
The seals
The Shell
The shell is an intricate piece that has a complicated shape. There is a locking clip on the
outside that holds the two halves of the connector together. There are holes for the pins, and
there are special barbs that lock the pins in place once they are inserted. There are numerous
grooves to hold seals and make sure things fit together tightly. All of these features are
molded into the piece when it is made.
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the wires using a special ||crimping
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tool. ||Part
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of the pin wraps around
the bare wire, while another part clamps onto the insulation. This makes it harder to pull the
wireCODY
VEHICLE away from theAND
ENGINEERING pin.
SAFETY M A QADEER SIDDIQUI
The Seals
The seals prevent water from entering the connection once the connectors are locked
together. Each connector has a rubber seal through which all of the wires are fed. This
seal fits firmly into the back of the connector. One side of each connector has a round
seal that keeps water from entering the space between the connectors once they are
locked together.
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A coach (also motor coach, often simply called a bus) is a type of bus used for conveying
passengers on excursions and on longer distance intercity bus service between cities—or
even between countries. Unlike transit buses designed for shorter journeys, coaches often
have a luggage hold separate from the passenger cabin and are normally equipped with
facilities required for longer trips including comfortable seats and sometimes a toilet.
The term 'coach' was previously used for a horse-drawn carriage designed for the
conveyance of more than one passenger, the passengers' luggage, and mail, which is
covered for protection from the elements. The term was applied to railway carriages in the
19th century, and later to motor coaches (buses).
Coaches, as they hold passengers for significant periods of time on long journeys, are
designed for comfort. They vary considerably in quality from country to country and within
counties. Higher specification vehicles include luxury seats and air conditioning. Coaches
typically have only a single, narrow door, as an increased loading time is acceptable due to
infrequent stops. Some characteristics include:
Comfortable seats that may include a folding table, armrests, and recliner. Comfort is
considered to be an important feature in coaches.
Luggage racks above the seats where passengers can access their carry-on baggage during
the journey
Baggage holds, accessed from outside the vehicle, often under the main floor or at the rear,
where passengers' luggage can be stowed away from the seating area
Passenger service units, mounted overhead, on which personal reading lights and air
conditioning ducts can be controlled and used by individual passengers with little
disturbance to other passengers
On-board rest rooms fitted with chemical toilets, hand basins and hand sanitizer.
On some buses, on-board entertainment including movies may be shown to passengers
On-board refreshment service or vending machines
Wheelchair accommodation, possibly including a wheelchair lifts for access.
SINGLE DECKER BUS - A single-decker bus or single-decker is a bus that has a single
deck for passengers. Normally the use of the term single-decker refers to a standard two-
axled rigid bus, in direct contrast to the use of the term double-decker bus, which is
essentially a bus with two passenger‘s decks and a staircase. These types of single-deckers
may feature one or more doors, and varying internal combustion engine positions.
In regions where double-deckers are not common, the term single-decker may lack
common usage, as in one sense, all other main types of bus have a single deck. Also, the
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|| www.android.jntuworld.com bus or ||related
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correctly be applied to double-deckers too.
VEHICLEWith the exception
CODY ENGINEERING AND of regions of major double deck
SAFETY orQADEER
MA articulated
SIDDIQUIbus operation, usually
urban areas, the single Decker is the standard mode of public transport bus travel,
increasingly with low floor features.
With their origins in van chassis, minibuses are not usually considered single-deckers,
although modern minibus designs blur this distinction. Minibuses can also be regarded as
both included with and separate from standard single-deckers, in terms of full size length
and vehicle weights, although again design developments have seen this distinction blurred.
Some coach style buses that do not have under floor luggage space can also be correctly
termed as single-deckers, with some sharing standard bus chassis designs, such as the
Volvo B10M, with a different body style applied.
In India, Bangalore had double deckers for a while before discontinuing. Madras's
Metropolitan Transport Corporation (MTC) has a small fleet of double-decker buses mostly
in the high-density, longer distance routes. Mumbai has operated double-decker buses since
1937. They are operated by the Brihanmumbai Electric Supply and Transport undertaking.
Thiruvananthapuram, Kochi, Kolkata and Hyderabad also have double-decker buses. They
are mode led on the London buses. Ashok Leyland Titan double Decker buses are used in all
cities. Articulated double Decker buses from Ashok Leyland were used till it was phased out
in early 1990s and Volvo B9TL Wrights are now begun operating in Mumbai and Chennai
since early 2010 and Enviro400s were also brought into Hyderabad since 2011.
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Steering geometry
The steering system on every car is very important and requires regular
maintenance to keep it at an optimum standard. The steering rack on all
motor vehicles is easily knocked out of alignment by all the speed humps
and potholes in the road. When the wheel alignment becomes out of
tolerance the tyres will wear unevenly on either edge of the side walls.
Curvilinear path
Motion on a curve
=> The net force on a car traveling around a curve is the centripetal
force, Fc = m v2 / r, directed toward the center of the curve.
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=> For a level curve, the centripetal force will be supplied by the friction
force between the tires and roadway.
=> A banked curve can supply the centripetal force by the normal force
and the weight without relying on friction.
LATERAL STABILITY
The stability of a vehicle is that occurs about the longitudinal axis. A vehicle is
laterally stable in that when a slight turn takes place, the forces acting on the
vehicle tend to restore it.
Vehicle Stability Control (VSC)
VSC is a system that helps prevent side skids and help stabilize the vehicle
while turning on a curve. According to the National Highway Traffic Safety
Administration's (NHTSA) report, vehicles equipped with VSC compared to
those without can effectively reduce single-vehicle accidents by 35% for
automobiles and 67% for Sport Utility Vehicles (SUV).
*VSC is designed to help the driver maintain vehicle control, and it is not a
substitute for safe driving
Active Safety
For Maneuvering
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Brake Assist
Supports unexpected braking in case of emergency
Navigation-Brake Assist
Works with the navigation system to provide stop sign information
For Visibility
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Multi-Angle Monitor
Verifies the vehicle's surroundings
Night View
Detects objects and pedestrians during the nighttime
For Pedestrian
o The science and the technology that has gone into producing even the best
quality of tyre will go waste if the tyres are not inflated to the recommended
pressure – Pressure comensurating to the load carried. The best
performance of tyres can only be achieved when the tyre is inflated to the
designated pressure based on the load per tyre.
o ―Under inflation‖ or ―Over inflation‖ on the tyre tends to impact tyre life,
vehicle handling and safety. There are two factors with weight distribution of
the vehicle. One is contact patch and other linked to the tyre wear. This
result in heat buildup/tyre temperature and thus loss of tyre life, premature
tyre removals, increased rolling resistance and fuel consumption.
o ―Under Inflation‖ is more common than over inflation. Tyre users are not
always conscious about maintaining or matching tyre pressure to the loads
carried.
o In pneumatic tyre the ―Air carries the load‖. The best tyre performance and
lower tyre CPKM are obtained by maintaining correct tyre inflation pressure.
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o It is important to remember that the total weight (GVW) carried may not
exceed the registered laden weight (RLW) or vehicle passing weight, but one
side of the truck or one axle may be severely overloaded due to improper
distribution of the load in the pay load platform or loading area.
o Improper load distribution overloads the tyre(s). This condition combines
with high speed , long hauls and load transfers result in tyres wearing fast
and premature removal of tyres
o Loads and Loading practices
It is important to remember that even one trip of the truck; with
improper load distribution may cause irreversible damage to the tyres.
o Speed
Excessive high speeds results in increased tyre running temperature.
As the rubber gets heated up its modulus (stiffness) gets reduced.
Rubber being a good non conductor of heat the residual heat is
retained causing increased tyre wear and separation of components.
o Wheel Alignment
A vehicle is said to be properly align when all the steering and
suspension components and set as per the vehicle manufacturer and
when the tyre wheel assembly are running straight and true.
Proper alignment is necessary for perfect vehicle control, uniform and
even tyre wear and safety.
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o Wheel Balancing
A wheel which is not properly balanced may setup vibrations which can
affect steering control. Wheels, tyres and tubes are usually checked for
balance before leaving factory.
This balance is achieved by positioning weights on the wheel to
counterbalance heavy spots on the tyre wheel assembly.
Properly balanced tyres are important for driving comfort and long tyre
life.
Tyres should be balanced when they are mounted on the wheels for
the first time or when they are removed for repair or periodically as
per vehicle manufacturer‘s recommendations.
o Tyre rotation
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o Seasonal Effects
Climatic and whether conditions in our country vary widely from region
to region. Dry and extremely hot during summer, extreme cold during
winter and rains during monsoon.
These variations in climatic conditions influence tyre life in terms of
mileage and structural durability.
o Do's & Don’ts
Tyre Pressure checks including the spare tyre must be done regularly
at least once in two weeks.
Tyre pressure should be checked using an accurate pressure gauge.
Tyre pressure should be checked when tyres are cold.
Under inflation and over inflation will cause rapid tread wear and
premature tyre failures.
Tyre pressure should always be maintained as per the vehicle
manufacturers recommendations, mentioned at information placard, at
door, owner‘s manual.
Weight distribution
Weight distribution is very important; not only does it affect the static
weight on the different tires; it also affects how the weight shifts in dynamic
conditions.
The easiest way to judge weight distribution is to determine the car's Center
of Gravity (CG). This is a point in space where the mass of the entire car is
accounted for. Because of its location, it can be used to simplify the effects
of inertia forces. In reality, every little bit of mass is subjected to inertia, but
it's much easier to make use of an equivalent condition: assume all the mass
of the object is concentrated in its center point, i.e. it's CG. So instead of
having to figure out how every part of a 1.5kg car reacts to a certain force,
we only have to figure out how a weightless car with a 1.5kg dot in its
center(the CG) reacts to it. The latter is much easier: the force only works in
the CG, and not in the rest of the car.
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Here we have an object with a heavy part (dark) and a lighter part (bright)
we'd like to determine the CG of. Since the right part is heavier the CG will
probably be located somewhere at the right.
We try to balance it on a sharp edge, and this is the position in which the
object stays put. So we know the CG is somewhere right above the point
where the object is supported.
The red line contains all the points above the point where the object was
being supported, so the CG has to be located somewhere on the red line.
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The wheelbase is the distance between the front and rear axle, F is the
distance between the CG (green) and the front axle, R is the distance
between the CG and the rear axle.
Weight on the front axle = weight of the car*(R/WB)
Weight on the rear axle = weight of the car*(F/WB)
or, in percentages:
Front weight percentage = (R/WB)*100%
Rear weight percentage = (F/WB)*100%
obviously, this will have its effects on handling: more weight on a tire means
more grip. So if the CG is located further towards the rear, the car will have
a lot of rear traction, which is nice to have if acceleration is important. If the
CG is located further towards the front, the car will have a lot of steering,
but it might lack rear traction, which increases the risk of spinning out.
TW is the tread with, the distance between the centers of the tires at the
axle, E is the distance between the CG(green) and the centerline of the left
side tires, I us the distance between the CG and the centerline of the right
side tires. If the front and rear axles aren't equally wide, E and I have to be
measured at the CG.
Weight on left side = (I/TW)*weight of the car
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Note that this is only true when the car isn't tweaked; spring preload should
be the same on the left and right hand side.
Again, having the CG away from the center of the car has consequences for
the car's handling: having it toward the left improves the car's ability to turn
left, but it might make it very difficult to drive the car in a straight line,
especially under acceleration.
The height of the CG is also very important: it determines the car's roll
characteristics and weight transfer.
Sadly enough, that isn't all there is to it; inertia has been left out, rotational
inertia to be more precise. Here's an example:
These drawings represent two cars, the first one on the left has all the heavy
stuff (blue) located at its ends, far removed from the CG (purple). The
second one on the right has all the heavy stuff lined up right in the middle,
very close to the CG. Both cars weigh just as heavy, and their CGs are in
exactly the same place.
So both cars will transfer the same amount of weight while braking or
cornering, and their roll angles will also be identical. Yet they won't handle
the same, because their rotational moment of inertia is different. The first
car will react slowly, turn in a little sluggishly and it will generally be more
reluctant to change direction. Some might say it is slow, others might find it
very stable, and it‘s the same thing. The second car will feel like the
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opposite: it will change direction very quickly, and it will feel very nimble,
and thus also unstable.
So, rotational moment of inertia doesn't change how far the car's chassis
moves, it changes how fast it does so. It's kind of like swinging a baseball
bat with a big, heavy tip: you'll need a lot of effort to get it going, and once
you get it going, there's not much you can do to alter its course.
The rotational moment of inertia can be calculated too: the rotational
moment of inertia of a body around an axis is the sum of all the elementary
masses of the body multiplied by their distance to that axis squared. For
simple-looking bodies like cylinders, cubes and cones and such, you can do
this by hand, but for real-life applications you'll need a sophisticated CAD
program.
Note that it's also important around which axis you're calculating the
rotational moment of inertia. Consider the following example:
These drawings represent identical cars, except for the fact that they have
their weight distributed differently: the first one has its heavy components
(blue) lined up along its lateral axis (purple) and the second one has its
heavy stuff lined up along its longitudinal axis.
Consider the first car. If we calculate the rotational moment of inertia around
its lateral axis, we have to multiply all of the masses with their distance to
the axis squared. In this case, we have to multiply most of the mass with a
very small distance squared, resulting in a very small value. On the other
hand, if we calculate its rotational moment of inertia around its longitudinal
axis (not drawn), we have to multiply most of the mass with a very large
distance squared, resulting in a large value. So, the first car has a very large
moment of inertia around its longitudinal axis, and a very small one around
its lateral axis. In other words, this car will react very slowly while cornering;
it will move from side to side (roll) very slowly. But, it will move from front
to rear (pitch) very easily, this might be beneficial for quick braking, but it
will make the car bounce back and forth in bumps, making it very unstable.
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For the second car, the opposite is true: it has a large value for its rotational
moment of inertia around its lateral axis (not drawn) and a very small one
around the longitudinal axis. This means that the car will roll quickly, and be
very responsive in turns, but it will be very stable front to rear. This helps
stabilize the car in bumps while maintaining good cornering abilities.
Maybe now you can understand the hype about mid-mounted motors in full-
scale cars: the motor is by far the heaviest item, so by positioning it
centrally, the car's rotational moment of inertia is reduced, making for a
more nimble handling car.
Most modern vehicles‘ engines are located to the front of the driver.
However, some manufacturers place locate the engine at some location point
behind the driver. Due to the weight of the engine, its location can
substantially impact a vehicle‘s handling, behavior, and response
characteristics. The goal of this article is to discuss the dynamic differences
among front-, mid-, and rear-engine configurations.
Have you ever lifted the hood of a modern passenger car, only to find no
motor? For most drivers, this has not occurred, as most vehicles‘ engines
are located up front. But if you drive a mid- or rear-engine vehicle, you
would be accustomed to having only storage space up front under the hood.
The goal of this article is to discuss the different engine locations and their
impact on vehicle dynamics.
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Front-Engine Vehicles
By far the most common engine location is at the front of the vehicle, ahead
of the driver and the front axle line. While the earliest automobiles used a
variety of engine locations, front-engine vehicles quickly became the norm
for financial and engineering reasons. For example, most front-engine
vehicles feature relatively easy access to the motor for maintenance and
repair.
Positioning the engine ahead of the driver also impacts space considerations
such as permitting permits a full-size interior. In addition, most front-engine
vehicles feature large cabins, usually with seating for four or more
occupants, including relatively spacious rear seating areas. Interior sound
levels are also reduced because the engine is not directly adjacent to the
cabin. The static weight distribution of front-engine vehicles (the weight of
the front and rear of the automobile expressed in percentages) is generally
favorable with between 50-66% of the vehicle‘s weight over the front wheels
(Bondurant ‗ Blakemore, 1998). Most front-engine vehicles feature relatively
easy access to the motor for maintenance and repair.
Placing the engine up front also has some disadvantages. First, braking
ability is somewhat diminished. Diminished braking occurs because weight
transfers forward under braking (Karasa, 2001), leaving relatively little
weight remaining over the rear wheels during braking and thus, limiting the
ability of the rear tires to contribute the braking task. Second, accelerative
ability is limited somewhat by the relative lack of static weight over the rear
tires when, the weight of the vehicle shifts rearward upon acceleration
(Scotti, 1995). Despite its relative drawbacks, the front-engine layout
remains the most popular.
Mid-Engine Vehicles
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Placing the engine up front also has some disadvantages. First, braking
ability is somewhat diminished. Diminished braking occurs because weight
transfers forward under braking (Karasa, 2001), leaving relatively little
weight remaining over the rear wheels during braking and thus, limiting the
ability of the rear tires to contribute the braking task. Second, accelerative
ability is limited somewhat by the relative lack of static weight over the rear
tires when, the weight of the vehicle shifts rearward upon acceleration.
Despite its relative drawbacks, the front-engine layout remains the most
popular.
Rear-Engine Vehicles
While it may appear that rear-engine vehicles are the answer to all
automotive needs, they do have drawbacks. First, the cabin generally has
less room for rear passengers than does a front-engine vehicle. Some rear-
engine cars do feature rear seats, but many do not offer enough room to
carry rear passengers. Even in vehicles that do feature rear seats, the seats
are often so small that the only passengers able to sit comfortably in them
are children.
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To help visualize this situation, imagine that you are playing a friendly game
of darts. Instead of throwing your next dart normally, with the nose-heavy
pointed end leading, you turn the dart around, throwing it fin-first toward
the dartboard. Which end of the dart will eventually contact the dartboard?
Indeed, the heavier end will spin in mid air during flight and contact the
dartboard first. Under conditions of low traction or excessive speed, it‘s the
same with rear-engine vehicles; the rear of the vehicle will always want to
"swap ends" with the front.
Front-engine vehicles can be either front or rear wheel drive, while all mid-
and rear-engine vehicles are rear wheel drive. Table 1 displays a summary
of the relative advantages and disadvantages of each engine location.
In dry conditions under normal driving conditions, the location of the engine
does not make much of a difference in terms of driving dynamics. Aside from
the mid-engine vehicle‘s tendency to yield higher interior noise levels, most
drivers will not detect a difference in the way these different vehicles
respond to driver inputs. However, as the driving turns more spirited or
involved emergency situations requiring abrupt driver inputs, these
differences can surface, sometimes to the negative surprise of the driver.
Generally, mid- and rear-engine vehicles will benefit the driver by offering
shorter potential stopping distances and will disadvantage the driver to the
degree that these layouts are more ends" with the front.
Front-engine vehicles can be either front or rear wheel drive, while all mid-
and rear-engine vehicles are rear wheel drive. Table 1 displays a summary
of the relative advantages and disadvantages of each engine location.
In dry conditions under normal driving conditions, the location of the engine
does not make much of a difference in terms of driving dynamics. Aside from
the mid-engine vehicle‘s tendency to yield higher interior noise levels, most
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drivers will not detect a difference in the way these different vehicles
respond to driver inputs. However, as the driving turns more spirited or
involved emergency situations requiring abrupt driver inputs, these
differences can surface, sometimes to the negative surprise of the driver.
Generally, mid- and rear-engine vehicles will benefit the driver by offering
shorter potential stopping distances and will disadvantage the driver to the
degree that these layouts are more likely to oversteer than their front-
engine counterparts.
Manufacturers currently offer few mid- and rear-engine vehicles. The front-
engine configuration remains the most popular layout. However, driving
instructors may find themselves in a position to field questions about the
difference among engine locations. It is hoped that this article contributes to
preparing instructors to provide accurate information on this topic.
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