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    20 views36 pages

    Automobile

    Uploaded by

    shanelsulakkana1

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    Download as pdf
    of 36
    Design Evolution 1. Body on frame Vs Unibody design * Body on frame * Construction the body is built on a relatively rigid me. fra * This frame supports the drivetrain and the engine. S Easier to design, repair, and is less likely to suffer Zz damage from rust. * heavier and has higher center of gravity. + The higher center of gravity can compromise the road performance or handing. + Unibody design + Frame and body are built as a single unit + Stressed hull structure in which each of the body parts supplies structural support and strength to the entire vehicle + Nearly all unibodies are constructed from steel. However, some newer cars, and SUVs, use aluminum instead. An aluminum car body and frame can weigh up to 40 percent less than an 2. From rear-wheel drive to front-wheel drive * Improved traction at the drive whee + Increased interior space * Shortened hood lines * Very compact driveline 3. Body design + Aerodynamically optimized design: _ + Fuel efficiency + Interior space * User friendly Drive Tran Transmission Layout Purpose of maintaining Engine Manele lle om ON -LA 95 degrees of Celsius) How to Cool the engine Cooling System * Less wear of Moving Parts * Better fuel vaporization * Low Emissions * Circulate a liquid coolant through passages in the engine block and cylinder head. - Most common way + By passing air over and around the engine (Air- cooled engines) Fuel and Air System * Main components * Fuel tank - The main storage for the fuel that runs the vehicle * Fuel Pump - To pump the fuel from the fuel tank, via the fuel lines into the fuel injectors, which spray the fuel into the combustion chamber- in order to create combustion + Mechanical fuel pumps (used in carburetors) Driven normally by auxiliary belts or chains from the engine. + Electronic fuel pumps (used in electronic fuel injection) Controlled by the electronic fuel injection system, these are normally more reliable and have fewer reliability issues than their mechanical counterparts. + Fuel Lines + Air filter - Cleans the outside air before it is delivered to the cylinders. + Fuel Filter — Removes dirt or other particles from the fuel + Most cars use two filters. One inside the gas tank and one ina line to the fuel injectors or carburetor. + Fuel injected cars use electric fuel pumps. When the filter clogs, the electric fuel pump works so hard to push past the filter, that it burns itself up. + Fuel pressure regulator - keeps the pressure below a specified level + Fuel Injector / Carburetor - Mix fuel with the air for delivery to the intake or directly to the cylinders * Injector — Injects fuel at high pressure using an electronic fuel pump + Better atomization + Lower Emissions * Increased power + Carburetor — Depends on the vacuum created inside the cylinder during suction stroke Camshaft and Valve Location Overhead Valve (OHV) The intake and exhaust valves in an OHV engine are mounted in the cylinder head and are operated by a camshaft located in the cylinder block. This arrangement requires the use of + Valve lifters + Pushrods. * Rocker arms to transfer camshaft ‘tation to valve movement Overhead Cam (OHC) An OHC engine also has the intake and exhaust valves located in the cylinder head. But the camshaft is located in the cylinder head. In an OHC engine, the valves are operated directly by the camshaft or through cam followers or tappets. + Engines with one camshaft above a cylinder - Single overhead camshaft (SOHC) engines + Engines with two camshafts per cylinder bank - Dual overhead camshaft (DOHC) engines OHC OHV ‘CAMSHAF CAMSHAFT Engine Diagnostics * Basic Engine Tests * Relative Compression Test * Cylinder Compression Test * Wet Compression Test * Cylinder Leakage Test * Cylinder Power Balance Test * Verifying Valve Timing * Oil Pressure Testing Relative Compression Test aTaTaT + By measuring the cranking current with a lab scope, each cylinder's draw on the starter motor and. battery can be compared to the other cylinders. + Connect a current clamp around the battery positive or negative cable and configure the scope to measure between 200 and 400 amps. * Disable the fuel pump and crank the engine for 5 to 7 seconds. * Acylinder with low compression will have less current draw Cylinder Leakage Test + To measure the percentage of compression lost and locate the source of leakage. + The cylinder leakage tester applies compressed air to a cylinder through its spark plug hole. + Agauge registers the percentage of air pressure lost when the compressed air is applied to the cylinder. + The scale on the gauge typically reads 0 percent to 100 percent. + 0% - No leakage in the Cylinder * 100% - Cylinder will not hold any pressure Results Less than 10% Good Between 10 and 20% Acceptable Between 20 and 30% Worn engine Above 30% Definite problem 100% Serious problem Radiator Faulty head gasket Cracked cylinder head Cracked engine block Throttle body Damaged intake valve Tailpipe Damaged exhaust valve Gil filler or dipstick tube Worn piston rings ‘Adjacent spark plug hole Faulty head gasket Gracked cylinder head STI) Suspension BAI Calg) Suspension Systems Nol aN Suspension SES Independent Vs Non- Independent Suspension 1.Non-independent/Rigid suspension * Both right and left wheel attached to the same solid axle. * When one wheel hits a bump in the road, its upward movement causes a slight tilt of the other wheel. 2.Independent suspension + Allows one wheel to move up and down with minimal effect to the other. Uses simple springs and shock absorbers to respond to the changes in the terrain, preventing unwanted excess motion in the vehicle. Uses an onboard system to control the vertical movement of the vehicle's wheels relative to the chassis or vehicle body Components of Suspension System Castle Nut Radius Rod Driveshaft Boot Sprung Mass/ Sprung Weight * The portion of the vehicle's total mass that is supported above the suspension. * The sprung weight typically includes the body, frame, the internal components, passengers, and cargo but does not include the mass of the components suspended below the suspension components SS The coil springs are used mainly with independent suspension, though they have also been used in the conventional rigid axle suspension as the can be well accommodated in restricted spaces. The energy stored per unit volume is almost double in the case of coil springs than the leaf springs. Coil springs do not have noise problem, nor do they have static friction Coil springs can take the shear as well as bending stresses. The coil springs however cannot take torque reaction and side thrust for which alternative arrangements have to be provided. Anhelper coil spring is also sometimes used to provide progressive stiffness against increasing load. Coil Spring Ends TAPERED TANGENTIAL PIG- END) END TAIL Spring Rate * The spring rate (or stiffness or spring constant) is defined as the load required per unit deflection of the spring. Spring Rate Cont. * Constant-rate spring - Continues to compress at the same rate throughout its complete range of deflection. + Variable-rate spring — Spring rate varies with the deflection Damper (Shock Absorber) {ag cago * Used to reduce the extension and compression rate of coil spring * Used to reduce the magnitude of vibrational movement of the spring * Kinetic energy of the spring is dissipated as heat generated due to hydraulic friction inside the damper Tune Understeer and Oversteer behavior For front wheel drive * Stiffer rear sway bar - Reduce understeer * Stiffer front sway bar — Reduce oversteer gers Mac-Pherson strut type tiesto nen or eo 2 Front png * Coil spring and damper are assembled ina single unit Only the lower wishbone is used. + Very compact Light weight Independent suspension system Commonly used in front suspension system Double Wishbone Suspension + The most common type of independent suspension system. + The use of coil springs with a damper in front axle is. common in this type of suspension. + The upper and lower wishbone arms are pivoted to the frame member. * The spring is placed in between the lower wishbone and the under side of the cross member. * The vehicle weight is transmitted from the body and the cross member to the coil spring through which it goes to the lower wishbone member Front aping 7" lower nr Fort siue Lower cect sm 1 bearing Wishbone ‘ Steering, rod Knuckle (b) Shock absorber or strut bounce test + The bumper is pushed two or three times downward with considerable weight applied on each corner of the vehicle. + After releasing + One free upward bounce and stop the vertical chassis movement — Good condition + Does more than 1% free upward bounces - Defective. SJ Excessive Body Roll * Broken Stabilizer Bars Rack and Pinion Steering System iD) creket-aanl eo) (

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