tag:blogger.com,1999:blog-33956534634123682632024-03-28T14:59:59.085+05:30Automobile TechnologyAbout various automobile technologies...Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.comBlogger12125tag:blogger.com,1999:blog-3395653463412368263.post-4225427529809028492019-07-03T23:46:00.000+05:302019-07-03T23:52:05.406+05:30Catalytic Converter<div dir="ltr" style="text-align: left;" trbidi="on">
Catalytic converter is a device used in an exhaust system of an engine to control air pollution. It works by using a catalyst to create a chemical reaction in which toxic gases are converted into less harmful gases. These are mainly used in exhaust system of vehicles fueled by petrol or diesel, generators, mining equipments etc. It was invented by Eugene Houdry, a French mechanical engineer and expert in catalytic oil refining.<br />
<br />
During the combustion of fuel, toxic gases like nitrogen oxides, carbon monoxide and hydrocarbons (unburned & partialy burned fuel) are formed. These gases and particles are converted into less harmful gases through a redox reaction in a catalytic converter before it enters into atmosphere.<br />
<br />
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<u><b>Chemical Reaction in a catalytic converter</b></u><br />
<u><b><br /></b></u>
Nitrogen oxides are converted into Nitrogen(N<span style="font-size: xx-small;">2</span>) through reduction process,<br />
2CO + 2NO → 2CO<span style="font-size: xx-small;">2</span> + N<span style="font-size: xx-small;">2</span><br />
Hydrocarbons + NO → CO<span style="font-size: xx-small;">2</span> + H<span style="font-size: xx-small;">2</span>O + N<span style="font-size: xx-small;">2</span><br />
2H<span style="font-size: xx-small;">2</span> + 2NO → 2H<span style="font-size: xx-small;">2</span>O + N<span style="font-size: xx-small;">2</span><br />
<br />
Carbon monoxide is converted into carbon dioxide through oxidation,<br />
2CO + O<span style="font-size: xx-small;">2</span> → 2CO<span style="font-size: xx-small;">2</span><br />
<br />
Hydrocarbons are converted into carbon dioxide and water through oxidation,<br />
Hydrocarbons + O<span style="font-size: xx-small;">2</span> → H<span style="font-size: xx-small;">2</span>O + CO<span style="font-size: xx-small;">2</span><br />
<br />
Some unwanted reactions, such as formation of hydrogen sulfide and ammonia can occur along with above useful reactions. These can be limited by adding Nickel or Manganese to the wash coat (part inside a catalytic converter to disperse catalytic materials). Both substance prevents the absorbtion of Sulfur by the wash coat. </div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com4tag:blogger.com,1999:blog-3395653463412368263.post-84178274093237865772015-10-02T18:40:00.001+05:302018-01-19T18:28:01.333+05:30Blink Code in Antilock Braking System(ABS)<div dir="ltr" style="text-align: left;" trbidi="on">
<span style="font-size: large;"><br /></span>
<b><span style="font-size: large;">Blink Code</span></b><br />
<br />
Blink code is a method of visual indication of the components fault to the service technician, by means of flashing Blink Code Lamp. The number and sequence of flashes indicate the status of the system or the nature of failure. This is useful to the service technician both during periodic checkup as well as during troubleshooting the system whenever a failure is observed through the Warning Lamp.<br />
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<span style="font-size: large;"><b>How to use Blink Code?</b></span><br />
<br />
The Blink code can be read by pressing the blink code switch. The blink code switch should be pressed till the first flash appears. This typically takes about 5 second. The exact number of flashes, which are separated by pauses, should be noted. Using the blink code table, the corresponding failure can be easily identified.<br />
<br />
If the stored fault is not erased, it remains in the memory till it is erased, even if the fault is physically repaired. If there are more than one error, the user can read the errors one after the other by repairing and deleting the errors displayed and once again pressing the blink code switch.<br />
<br />
<span style="font-size: large;"><b>How to erase Blink Code?</b></span><br />
<br />
The fault which is stored in the system memory can be erased by once again invoking the blink code switch and keeping the switch pressed for the first three flashing.</div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com413tag:blogger.com,1999:blog-3395653463412368263.post-38139423133173821802015-03-29T20:13:00.000+05:302015-05-03T21:56:03.193+05:30SPARK PLUG<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
Spark plug is a device used to produce electric spark to ignite the compressed air fuel mixture inside the cylinder. The spark plug is screwed in the top of the cylinder so that it electrode project in the combustion chamber.<br />
<br />
A spark plug consist of mainly three parts:<br />
<br />
1. Center electrode or insulated electrode.<br />
2. Ground electrode or outer electrode.<br />
3. Insulation separating the two electrodes.<br />
<br />
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<span style="font-family: inherit;"> The upper end of the center electrode is connected to the spark plug terminal, where cable from the ignition coil is connected. It is surrounded by insulator. The lower half portion of the insulator is fastened with a metal shell. The lower portion of the shell has a short electrode attached to one side and bent in towards the centre electrode, so that there is a gap between the two electrodes. The two electrodes are thus separated by the insulator. The sealing gaskets are provided between the insulator and the shell to prevent the escape of gas under various temperature and pressure conditions. The lower part of the shell has screw threads and the upper part is made in hexagonal shape like a nut, so that the spark plug may be screwed in or unscrewed from the cylinder head.</span><br />
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<br />
<span style="color: #222222; font-family: inherit;"><span style="font-size: 15.3999996185303px; line-height: 21.5599994659424px;"><b>Cleaning the Spark Plug</b></span></span><br />
<span style="color: #222222; font-family: inherit;"><span style="font-size: 15.3999996185303px; line-height: 21.5599994659424px;"><br /></span></span>
<span style="color: #222222; font-family: inherit; font-size: 15.3999996185303px; line-height: 21.5599994659424px;"> Due to the combustion of fuel in the cylinder, carbon particles deposit on and around the electrode which not only reduce the plug gap but also prevent the spark to occur. If the spark is still occurring, it is too weak that it cannot ignite the fuel. Hence the spark plug is to be cleaned. Carbon particles can deposit due to any reason like, nature of fuel, mixture strength, lubricating oil, etc. The spark plug can be cleaned by a sand paper.</span></div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com34tag:blogger.com,1999:blog-3395653463412368263.post-37169113183386987672014-10-05T17:00:00.001+05:302015-04-08T12:50:21.690+05:30TATA MAGIC IRIS<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="http://www.magiciris.tatamotors.com/iris/images/white-car.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.magiciris.tatamotors.com/iris/images/white-car.png" height="192" width="320" /></a></div>
<br />
<br />
TECHNICAL SPECIFICATION<br />
<br />
>Engine<br />
<br />
Type - 4 stroke , Naturally aspirated, Direct injection , Water-cooled diesel engine<br />
Engine capacity (cc) - 611<br />
Emission norms - BSIII<br />
Power (HP @ rpm) - 11 @ 3000<br />
Torque (Nm @ rpm) - 31 @ 1600 -1800<br />
No. of cylinders - Single<br />
Fuel - Diesel<br />
<br />
>Driveline<br />
<br />
Clutch - Single plate, Dry friction diaphragm type (160 mm diameter)<br />
Type - TA59 (Transaxle) with Synchromesh (4 forward gears), Constant mesh (reverse gear)<br />
Front Axle - Independent stub axles<br />
Rear Axle - Transaxle with CV shafts<br />
<br />
>Brakes<br />
<br />
Front and rear - Hydraulically activated drum brakes<br />
Parking brakes - Car like on rear wheels<br />
<br />
>Suspension<br />
<br />
Front - Independent MacPherson strut<br />
Rear - Coil spring with semi trailing arm<br />
Shock absorber - Hydraulic double acting shock absorber (front and rear)<br />
<br />
>Steering<br />
<br />
Type - Wheel steering, Mechanical rack and pinion type, 350 mm diameter<br />
<br />
>Tyres<br />
<br />
Size - 145/80 R12 X 6 PR Radial<br />
<br />
>Fuel Tank<br />
<br />
Fuel Tank capacity (Litres) - 10<br />
<br />
>Dimensions<br />
<br />
Length (mm) - 2960<br />
Width (mm) - 1512<br />
Height (mm) - 1800 (unladen)<br />
Wheelbase (mm) - 1650<br />
Internal Length (mm) - 2740<br />
Internal Width (mm) - 1230<br />
Internal Height (mm) - 1295<br />
Front Track (mm) - 1250<br />
Rear Track (mm) - 1310<br />
Turning circle radius (m) - 3.5<br />
<br />
>Weights<br />
<br />
Kerb Weight (Kg) - 685<br />
Gross Vehicle Weight (GVW)(kg) - 1110<br />
<br />
>Seats<br />
<br />
Seating capacity - 3+D, 4+D, 2+1+D<br />
Seat type Bucket seats - driver and co passenger<br />
Bench seats - passenger</div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com15tag:blogger.com,1999:blog-3395653463412368263.post-52719421264564399322014-10-05T16:36:00.003+05:302015-03-30T21:02:47.766+05:30TATA LPT 407 Ex2<div dir="ltr" style="text-align: left;" trbidi="on">
India's largest 4-tyre truck with power steering<br />
<br />
7250 Kg GVW<br />
Power Steering<br />
Fuel efficient engine<br />
Deluxe cabin<br />
Close Pitch Load Body Floor<br />
Unmatched 3-year/3 lakh km warranty<br />
<br />
ENGINE - TATA 4SP TURBO INTERCOOLED (BHARAT STAGE III)<br />
Max. Engine Output - 100 PS (75 KW) @ 2800 rpm<br />
Max. Torque - 300 Nm @ 1400-1500 rpm<br />
<br />
CLUTCH - Single plate dry friction type hydraulic assisted (280 mm Dia)</div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com9tag:blogger.com,1999:blog-3395653463412368263.post-24604092173223761842013-09-13T16:55:00.002+05:302013-10-01T15:01:55.661+05:30WINDSHIELD WASHER<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="line-height: 115%;"><span style="font-family: Arial, Helvetica, sans-serif;"> A windshield washer system for an
automotive vehicle includes a fluid reservoir, a pump mounted within the fluid
reservoir and a heater mounted in proximity to the pump so as to provide heat
to fluid contained within the reservoir. The system further includes a nozzle
operatively associated with the pump for applying fluid from the reservoir to
an outside surface of an automotive vehicle. The heater may comprise an
electric resistance element, such as a positive temperature coefficient element
mounted about a pumping chamber of the pump. In any event, the heater provides
sufficient heat to the fluid contained within the reservoir to prevent water in
the fluid from freezing at ambient temperatures normally encountered by
automobiles.<o:p></o:p></span></span></div>
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<span style="line-height: 115%;"><span style="font-family: Arial, Helvetica, sans-serif;"> According to another aspect of the
present invention, a nozzle incorporated in the present system may be of the
telescoping variety such that it has a first position for spraying and a
second, or retracted, position when it is not spraying. In this fashion, a
neat, uncluttered appearance may be achieved, while protecting the nozzle from
damage. In any event, the nozzle is close-coupled to the pump, so as to
minimize the fluid volume between the pump and nozzle. This promotes drain back
of fluid from the nozzle to the pump, while allowing heat to flow from the pump
to the nozzle, thereby further inhibiting freezing of water within the nozzle.<span style="font-size: medium;"><o:p></o:p></span></span></span></div>
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<b><u><span style="font-size: 18.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="font-family: Arial, Helvetica, sans-serif;">WINDSHIELD WASER FLUID<o:p></o:p></span></span></u></b></div>
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<span style="line-height: 115%;"><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: medium;"> </span> Windshield washer fluid is sold in many
formulations, and some may require dilution before being applied, although most
solutions available in North America come premixed with no diluting required.
The most common washer fluid solutions are given labels such as
"All-Season", "Bug Remover", or "De-icer", and
usually are a combination of solvents with a detergent. Dilution factors will
vary depending on season, for example in winter the dilution factor may be 1:1,
whereas during summer the dilution factor may be 1:10. It is sometimes sold as
sachet of crystals, which is also diluted with water. Distilled water is the
preferred diluent, since it will not leave trace mineral deposits on the glass.
Anti-freeze, or methylated spirits, may be added to a mixture to give the
product a lower freezing temperature. But methanol vapor is harmful when
breathed in, so more popular now is an ethanol winter mix, e.g. PAV, water,
ethanol (or isopropanol), and ethylene glycol.<o:p></o:p></span></span></div>
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<span style="line-height: 115%;"><span style="font-family: Arial, Helvetica, sans-serif;"> Concerns have been raised about the
overall environmental aspects of washer fluid. Widespread, ground-level use of
wiper fluid (amounting to billions of liters each year) can lead to cumulative
air pollution and water pollution. Consumer advocacy groups and auto
enthusiasts believe that the alcohols and solvents present in some, but not
all, windshield washer fluid can damage the vehicle. These critics point to the
corrosive effects of ethanol, methanol, and other components on paint, rubber,
car wax, and plastics, and groups propose various alternatives and homemade
recipes so as to protect the finish and mechanics of the motor vehicle.<span style="font-size: medium;"><o:p></o:p></span></span></span></div>
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<b><u><span style="font-size: 18.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="font-family: Arial, Helvetica, sans-serif;">WINDSHIELD WASHER NOZZLE(S)<o:p></o:p></span></span></u></b></div>
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<span style="line-height: 115%;"><span style="font-family: Arial, Helvetica, sans-serif;"> This model is equipped with two hood
mounted washer nozzles. Each nozzle emits two streams into the wiper pattern.
If the nozzle performance is unsatisfactory they can be adjusted. To adjust
insert a pin into the nozzle ball and move to proper pattern. The right and
left nozzles are identical. It is an advantage of the present system that
separated fluid lines and nozzles are eliminated, with the entire system being
contained in a single assembly, so as to allow the protection of the fluid and
the entire system from freezing with a single heat source.<o:p></o:p></span></span></div>
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<b><u><span style="font-size: 18.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="font-family: Arial, Helvetica, sans-serif;">WINDSHIELD WASHER SYSTEM<o:p></o:p></span></span></u></b></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><br /> All models are equipped with electrically operated windshield washer pumps. The wash function can be accessed in the OFF position of the wiper control switch. Holding the wash button depressed when the switch is in the OFF position will operate the wipers and washer motor pump continuously until the washer button is released. Releasing the button will stop the washer pump but the wipers will complete the current wipe cycle. Followed by an average of two more wipe cycles before the wipers park and the module turns off.<br /><br />The electric pump assembly is mounted directly to the reservoir. A permanently lubricated motor is coupled to a rotor type pump. Fluid, gravity fed from the reservoir, is forced by the pump through rubber hoses to the hood mounted nozzles which direct the fluid streams to the windshield. The pump and reservoir are serviced as separate assemblies.</span><br />
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<span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin; mso-no-proof: yes;"><v:shape alt="washer windshield.png" id="Picture_x0020_2" o:spid="_x0000_i1025" style="height: 255.75pt; mso-wrap-style: square; visibility: visible; width: 277.5pt;" type="#_x0000_t75">
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</v:imagedata></v:shape></span><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><o:p></o:p></span></span></div>
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<b><u><span style="font-size: 18.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="font-family: Arial, Helvetica, sans-serif;">ADVANTAGES<o:p></o:p></span></span></u></b></div>
<div class="MsoListParagraphCxSpFirst" style="mso-list: l1 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="line-height: 115%;">o<span style="line-height: normal;">
</span></span><!--[endif]--><span style="line-height: 115%;">It is an
advantage of the present system that the use of hydrocarbon-based freezing
point depressants may be eliminated with the present system.<o:p></o:p></span></span></div>
<div class="MsoListParagraphCxSpLast" style="mso-list: l1 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="line-height: 115%;">o<span style="line-height: normal;">
</span></span><!--[endif]--><span style="line-height: 115%;">It is another
advantage of the present system that the nozzle included with the system is
self-draining so as to allow the nozzle to purge itself of fluid when the
system is not being energized and therefore to further protect the system against
freezing.<span style="font-size: medium;"><o:p></o:p></span></span></span></div>
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<br /></div>
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<b><u><span style="font-size: 18.0pt; line-height: 115%; mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="font-family: Arial, Helvetica, sans-serif;">DISADVANTAGES<o:p></o:p></span></span></u></b></div>
<div class="MsoListParagraph" style="mso-list: l0 level1 lfo2; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="line-height: 115%;">o<span style="line-height: normal;">
</span></span><!--[endif]--><span style="line-height: 115%;">Windshield washer
fluid can damage the vehicle. These critics point to the corrosive effects of
ethanol, methanol, and other components.<b><u><o:p></o:p></u></b></span></span></div>
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<span style="line-height: 115%;"><span style="font-family: Arial, Helvetica, sans-serif;"> In conclusion, it can be said that
windshield washer is one of the most important parts of a vehicle’s equipment
and that, despite the fact that most people do not pay much attention to this,
they are really helpful when it comes to keeping the windshield clean and
ensuring that visibility levels are as high as possible.</span><o:p></o:p></span></div>
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</div>Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com21tag:blogger.com,1999:blog-3395653463412368263.post-83189416974869066482013-09-10T23:05:00.001+05:302018-01-19T19:24:15.173+05:30Anti-Lock Braking System (ABS)<div dir="ltr" style="text-align: left;" trbidi="on">
<div>
<br /></div>
<span style="font-family: inherit;">It is a safety system in automobiles. It prevents the wheels from locking while braking. The purpose of this is to allow the driver to maintain steering control under heavy braking and, in some situations, to shorten braking distances (by allowing the driver to hit the brake fully without skidding or loss of control).</span><br />
<span style="font-family: inherit;"><br /></span>
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<div>
<h2 style="text-align: left;">
<span style="font-family: inherit;"><span style="font-size: large;"> How Do Wheels Lock?</span></span></h2>
<span style="font-family: inherit;">During braking, wheels lock if the brake force applied is more than the friction between the road and tyre. This often happens in a panic braking situation, especially on a slippery road. When the front wheels lock, the vehicle slides in direction of motion. When the rear wheels locks, the vehicle swings around. It is impossible to steer around an obstacle with wheels locked. Locked wheels can thus result in accident. Skidding also reduce tyre life.</span><br />
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<span style="font-family: inherit;"><br /></span>
<br />
<h2 style="text-align: left;">
<span style="font-family: inherit;"><span style="font-size: large;"> What Does ABS Do?</span></span></h2>
<span style="font-family: inherit;">The system detects when the wheel are about to lock and momentarily release the pressure on locking wheel. The brakes are reapplied as soon as the wheels have recovered.<br /> A toothed wheel (pole wheel) is fitted to the rotating wheel hub. A magnetic sensor mounted on each wheel in close in close proximity to the teeth, generates electrical pulses when the pole wheel rotates. The rate at which the pulses are generated (frequency) is a measure of wheel speed. This signal is read by electronic control unit (ECU). When a wheel is lock, the ECU sends an electrical signal to the modulator valve solenoid, which release pressure from the brake chamber. When the wheel recovers sufficiently, the brake pressure is reapplied again by the switch off signal to the modulator valve.<br />The modulator valve has an addition ‘hold’ state which maintains pressure. In break in the chamber, thus optimizing the braking process. The cycling of modulator valve (5 to 6 times per second) is continued till the vehicle comes to a controlled stop.<br />With ABS, the vehicle remains completely stable even when the driver continues to press the brake pedal during braking, thus avoiding accidents.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTTEo8qwU3CuQCP9_wAaeH2gH_KjjVRUKMWtJeCWlHEAyODuLFXjOJGuUGZlOQM49OT8e0MSsU-oxD5b2h4VVV297on9y8AFWtcSb9nFSM3ZeRFkFImfU8Vsh4sNe-86b3OOwGXINtNQHG/s1600/abs002.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="231" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTTEo8qwU3CuQCP9_wAaeH2gH_KjjVRUKMWtJeCWlHEAyODuLFXjOJGuUGZlOQM49OT8e0MSsU-oxD5b2h4VVV297on9y8AFWtcSb9nFSM3ZeRFkFImfU8Vsh4sNe-86b3OOwGXINtNQHG/s320/abs002.png" width="320" /></a></div>
<span style="font-family: inherit;"><br /></span></div>
<div>
<h2 style="text-align: left;">
<span style="font-family: inherit;"><span style="font-size: large;">Components:</span></span></h2>
<span style="font-family: inherit;">The anti-lock braking system consists of following components.</span><br />
<span style="font-family: inherit;"><br /></span>
<br />
<div style="text-align: left;">
<div style="text-align: left;">
<span style="font-family: inherit;"><u><b>Wheel Speed Sensor</b></u></span></div>
</div>
<div style="text-align: left;">
The wheel speed sensor consists of a permanent magnet and coil assembly. It generates electrical pulses when the pole wheel rotates. The rate at which the pulses are generated is a measure of wheel speed. The voltage induced increases with the speed of rotation of the wheel and reduces with increasing gap between the pole wheel and the sensor.<br />
<br />
<u><span style="font-family: inherit;"><b>Pole Wheel</b></span></u><br />
Pole Wheel is a toothed wheel made of ferrous material. It normally has teeth on the face. In some cases where it is not possible to install the sensor parallel to the axle, the pole wheels are designed with teeth on periphery. The pole wheel fitted on standard 9-20, 10-20 tires has normally 100 evenly spaced teeth. 80 evenly spaced teeth pole wheels are used for the vehicles having the tyre diameter less than 9mm.</div>
<div style="text-align: left;">
<br />
<span style="font-family: inherit;"><u><b>Sensor Extension Cable</b></u></span><br />
<span style="font-family: inherit;"> The sensor extension cable is a two core cable which connects the wheel speed sensor to the </span>Electronic<span style="font-family: inherit;"> Control Unit. The inner core sheathing is of EPDM rubber and the outer </span>sheathing<span style="font-family: inherit;"> is polyurethane which provide abrasion </span>resistance<span style="font-family: inherit;"> to the cable. The cable has a module plug with two pins is connected to the control assembly. The cable has two cores-brown and black in colour.</span><br />
<span style="font-family: inherit;"><br /><u><b>Electronic Control Unit</b></u></span><br />
<span style="font-family: inherit;"> The ECU is the core component of the ABS system. Wheel speed sensor signal are the input to the Electronic Control Unit. The ECU computers wheel speeds, wheel deceleration and acceleration. If any wheel tends to lock, the ECU actuates the corresponding Modulator valve to prevent wheel lock. The ECU is normally mounted in driver's cabin.</span><br />
<span style="font-family: inherit;"><br /></span>
<span style="font-family: inherit;"> The ECU consists of 7 major circuits,</span><br />
<span style="font-family: inherit;">> Input circuit</span><br />
<span style="font-family: inherit;">> Master circuit</span><br />
<span style="font-family: inherit;">> Slave circuit</span><br />
<span style="font-family: inherit;">> Driver circuit</span><br />
<span style="font-family: inherit;">> Feedback circuit</span><br />
<span style="font-family: inherit;">> Power supply </span>circuit<br />
> Fail safe circuit<br />
<br />
The functions of ECU,<br />
> It receives wheel speed signal from the sensor. The wheel speed signals are processed and appropriate output signals are sent to the modular valves in the event of a wheel lock.<br />
> It continuously monitors the status and operation of ABS components and wiring.<br />
> It alerts the driver in the event of occurrence of any electrical fault in the ABS system by actuating a warning lamp.<br />
> It disconnects the exhaust brakes during ABS operations.<br />
> It enables the service technician to read the faults in the system either through a diagnostic controller or a blink code lamp.<br />
<br />
<u style="font-family: inherit;"><b>Modulator Valve Cable</b></u><br />
<span style="font-family: inherit;"> The Modulator valve cable has thee cores. There are two solenoid interface lines and a common ground line. The inner core sheathing is of EPDM type and the outer sheathing is </span>polyurethane<span style="font-family: inherit;"> which provide abrasion resistance to the cable.</span><br />
<span style="font-family: inherit;"> The cable has a three pin moulded socket is connected to the modulator valve solenoid at one and an interlock connector with locking feature at the other end. The cores are brown, blue and green.<br /><br /><u><b>Modulator Valve</b></u></span><br />
<span style="font-family: inherit;"> ABS Modulator valve regulate the air pressure to the brake chamber during ABS action. During normal braking it allows air to flow directly from inlet to delivery. Modulator valve cannot automatically apply the brakes, or increase the brake application pressure above the level applied by the driver through the dual brake valve.</span><br />
<span style="font-family: inherit;"><br /></span>
<span style="font-family: inherit;"> There is an inlet port, Delivery port and Exhaust passage.</span><br />
<span style="font-family: inherit;">> The inlet port is connected to the delivery of quick release valve or relay valve.</span><br />
<span style="font-family: inherit;">> The delivery port is connected to the brake chamber.</span><br />
<span style="font-family: inherit;">> The exhaust passage vents air from the brake chambers.</span><br />
<span style="font-family: inherit;"><br /></span>
<span style="font-family: inherit;"> The modulator valve has two solenoids. By energizing the solenoids, the modular valve can be switched to any of the following modes.</span><br />
<span style="font-family: inherit;">> Pressure</span><br />
<span style="font-family: inherit;">> Pressure hold</span><br />
<span style="font-family: inherit;">> Pressure release<br /><br /><u><b>Quick Release Valve</b></u></span><br />
<span style="font-family: inherit;"> Quick release valve are fitted in air </span>braking<span style="font-family: inherit;"> system to release the air from the brake chamber quickly after release of brake pedal. This prevents delay in brake release due to long piping runs or multiples of brake chamber being exhausted through the brake valve.</span><br />
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<span style="font-family: inherit;"><u><b>Relay Valve</b></u></span><br />
<span style="font-family: inherit;"> Relay valve provides a means of admitting and releasing air to and </span>from<span style="font-family: inherit;"> brake chamber quickly, in accordance with the signal pressure from the delivery of the dual brake valve.</span><br />
<span style="font-family: inherit;"> Air from the </span>reservoir<span style="font-family: inherit;"> passes through the valve into the brake chamber. The pressure applied to the brake is equal to the signal pressure from the dual brake valve. When the brake pedal is released the signal pressure is released. The pressure in the brake chamber is released directly through the exhaust port of the relay valve.</span><br />
<span style="font-family: inherit;"><br /><u><b>Warning Lamp</b></u></span><br />
<span style="font-family: inherit;"> Vehicle are fitted with an ABS warning lamp. It is a LED indicator lamp amber in colour and lights up when the system has detected any electrical fault. ABS warning lamp is located on the instrument panel in form of a driver.<br /><br /><u><b>Blink Code Lamp</b></u></span><br />
<span style="font-family: inherit;"> This lamp is green in colour and is used to indicate the stored </span>faults<span style="font-family: inherit;"> in the system to the service technician on operating a blink code switch. The nature of fault in the system can be </span>diagnosed<span style="font-family: inherit;"> by the number of flashes.</span><br />
<br />
<span style="font-family: inherit;"><u><b>Off Highway Switch</b></u></span><br />
This is an optional switch in front of the driver which can be switched ON when the vehicle is operating off highway. In this mode, ABS control will; allow higher wheel slip to achieve shorter stopping distance than with normal ABS control.<br />
<br />
<span style="font-family: inherit;"><u><b>Blink Code Switch</b></u></span><br />
A momentary switch that grounds the ABS Indicator Lamp output is used to place the ECU into the diagnostic blink code mode and is typically located on the vehicle's dash panel.<br />
<br />
<div style="text-align: left;">
<a href="http://automobiletechinfo.blogspot.com/2015/10/blink-code-in-antilock-braking-systemabs.html" target="_blank"><span style="color: black; font-size: large;">Read more about</span><span style="color: #e69138; font-size: large;"> Blink Code in Antilock Braking system(ABS)</span></a><br />
<br /></div>
</div>
</div>
</div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com32tag:blogger.com,1999:blog-3395653463412368263.post-79720958997839832592013-09-10T19:28:00.000+05:302018-01-19T20:18:22.251+05:30TURBOCHARGER<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"> A turbocharger or turbo is a forced
induction device used to allow more power to be produced for an engine of a
given size. A turbocharged engine can be more powerful and efficient than a
naturally aspirated engine because the turbine forces more intake air,
proportionately more fuel, into the combustion chamber than if atmospheric
pressure alone is used. Turbo are commonly used on truck, car, train, and
construction equipment engines. Turbo are popularly used with Otto cycle and
Diesel cycle internal combustion engines.<o:p></o:p></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"> There
are two ways of increasing the power of an engine. One of them would be to make
the fuel-air mixture richer by adding more fuel. This will increase the power
but at the cost of fuel efficiency and increase in pollution levels… prohibitive!
The other would be to somehow increase the volume of air entering into the
cylinder and increasing the fuel intake proportionately, increasing power and
fuel efficiency without hurting the environment or efficiency. This is exactly
what Turbochargers do, increasing the volumetric efficiency of an engine.<o:p></o:p></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"> In a
naturally aspirated engine, the downward stroke of the piston creates an area
of low pressure in order to draw more air into the cylinder through the intake
valves. Now because of the pressure in
the cylinder cannot go below 0 (zero) psi (vacuum) and relatively constant
atmospheric pressure (about 15 psi) there will be a limit to the pressure
difference across the intake valves and hence the amount of air entering the
combustion chamber or the cylinder. The ability to fill the cylinder with air
is its volumetric efficiency. Now if we can increase the pressure difference
across the intake valves by some way we can make more air enter into the
cylinder and hence increasing the volumetric efficiency of the engine. It
increases the pressure at the point where air is entering the cylinder, thereby
increasing the pressure difference across the intake valves and thus more air
enters into the combustion chamber. The additional air makes it possible to add
more fuel, increasing the power and torque output of the engine, particularly
at higher engine speeds.<o:p></o:p></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">
Turbochargers were originally known as Turbo superchargers when all
forced induction devices were classified as superchargers; nowadays the term
"supercharger" is usually applied to only mechanically-driven forced
induction devices. The key difference between a turbocharger and a conventional
supercharger is that the latter is mechanically driven from the engine, often
from a belt connected to the crankshaft, whereas a turbocharger is driven by
the engine's exhaust gas turbine. Compared to a mechanically-driven
supercharger, turbochargers tend to be more efficient but less responsive.<o:p></o:p></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<div align="center" class="MsoNormal" style="margin: 0in 0in 0.0001pt 0.25in; text-align: center;">
<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: 18.0pt; mso-ascii-theme-font: major-latin; mso-bidi-font-family: "Times New Roman"; mso-fareast-font-family: "Times New Roman"; mso-hansi-theme-font: major-latin;">HISTORICAL PERSPECTIVE<o:p></o:p></span></b></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<span style="font-family: Arial, Helvetica, sans-serif;"> The turbocharger was invented by Swiss engineer Alfred Büchi. His patent for a turbocharger was applied for use in 1905. Diesel ships and locomotives with turbochargers began appearing in the 1920s.</span><br />
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<b><u><span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; mso-bidi-font-family: "Times New Roman"; mso-fareast-font-family: "Times New Roman";">AVIATION:<o:p></o:p></span></u></b></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><br /> During the First World War French engineer Auguste Rateau fitted turbochargers to Renault engines powering various French fighters with some success. In1918, General Electric engineer Sanford Moss attached a turbo to a V12 Liberty aircraft engine. The engine was tested at Pikes Peak in Colorado at 4,300 m to demonstrate that it could eliminate the power losses usually experienced in internal combustion engines as a result of reduced air pressure and density at high altitude.</span><br />
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<span style="font-family: Arial, Helvetica, sans-serif;"><br /> Turbochargers were first used in production aircraft engines in the 1920s, although they were less common than engine-driven centrifugal superchargers. The primary purpose behind most aircraft-based applications was to increase the altitude at which the airplane could fly, by compensating for the lower atmospheric pressure present at high altitude.</span><br />
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<b><u><span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; mso-bidi-font-family: "Times New Roman"; mso-fareast-font-family: "Times New Roman";">PRODUCTION AUTOMOBILES:<o:p></o:p></span></u></b></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><br /> The first turbocharged diesel truck was produced by Schweizer Maschinenfabrik Saurer (Swiss Machine Works Saurer) in 1938 .The first production turbocharged automobile engines came from General Motors in 1962. At the Paris auto show in1974, during the height of the oil crisis, Porsche introduced the 911 Turbo – the world’s first production sports car with an exhaust turbocharger and pressure regulator. This was made possible by the introduction of a waste gate to direct excess exhaust gasses away from the exhaust turbine. The world's first production turbo diesel automobiles were the Garrett-turbocharged Mercedes 300SD and the Peugeot 604, both introduced in 1978. Today, most automotive diesels are turbocharged.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br />1962 Oldsmobile Cutlass Jet fire<br />1962 Chevrolet Corvair Monza Spyder<br />1973 BMW 2002 Turbo<br />1974 Porsche 911 Turbo<br />1978 Saab 99<br />1978 Peugeot 604 turbo diesel<br />1978 Mercedes-Benz 300SD turbo diesel (United States/Canada)<br />1979 Alfa Romeo Alfetta GTV 2000 Turbo delta<br />1980 Mitsubishi Lancer GT Turbo<br />1980 Pontiac Firebird<br />1980 Renault 5 Turbo<br />1981 Volvo 240-series Turbo</span><br />
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<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: 18.0pt; mso-ascii-theme-font: major-latin; mso-bidi-font-family: "Times New Roman"; mso-fareast-font-family: "Times New Roman"; mso-hansi-theme-font: major-latin;">OPERATING PRINCIPLE<o:p></o:p></span></b></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"> A turbocharger is a small radial fan pump driven by the energy of the exhaust gases of an engine. A turbocharger consists of a turbine and a compressor on a shared shaft. The turbine converts exhaust heat to rotational force, which is in turn used to drive the compressor. The compressor draws in ambient air and pumps it in to the intake manifold at increased pressure resulting in a greater mass of air entering the cylinders on each intake stroke. The objective of a turbocharger is the same as a supercharger; to improve the engine's volumetric efficiency by solving one of its cardinal limitations. A naturally aspirated automobile engine uses only the downward stroke of a piston to create an area of low pressure in order to draw air into the cylinder through the intake valves. Because the pressure in the atmosphere is no more than 1 atm (approximately 14.7 psi), there ultimately will be a limit to the pressure difference across the intake valves and thus the amount of airflow entering the combustion chamber. Because the turbocharger increases the pressure at the point where air is entering the cylinder, a greater mass of air (oxygen) will be forced in as the inlet manifold pressure increases. The additional air flow makes it possible to maintain the combustion chamber pressure and fuel/air load even at high engine revolution speeds, increasing the power and torque output of the engine. Because the pressure in the cylinder must not go too high to avoid detonation and physical damage, the intake pressure must be controlled by venting excess gas. The control function is performed by a waste gate, which routes some of the exhaust flow away from the turbine. This regulates air pressure in the intake manifold.</span><br />
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<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: 18.0pt; line-height: 115%; mso-ascii-theme-font: major-latin; mso-hansi-theme-font: major-latin;">COMPONENTS
OF A TURBOCHARGER<o:p></o:p></span></b></div>
<span style="font-family: Arial, Helvetica, sans-serif;"> The turbocharger has four main components. The turbine (almost always a radial turbine) and impeller/compressor wheels are each contained within their own folded conical housing on opposite sides of the third component, the center housing/hub rotating assembly. The housings fitted around the compressor impeller and turbine collect and direct the gas flow through the wheels as they spin. The size and shape can dictate some performance characteristics of the overall turbocharger. The turbine and impeller wheel sizes dictate the amount of air or exhaust that can be flowed through the system, and the relative efficiency at which they operate. Generally, the larger the turbine wheel and compressor wheel, the larger the flow capacity. The center hub rotating assembly houses the shaft which connects the compressor impeller and turbine. It also must contain a bearing system to suspend the shaft, allowing it to rotate at very high speed with minimal friction. Waste gates for the exhaust flow.</span><br />
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><u><span style="font-size: 14.0pt; line-height: 115%;">TURBINE WHEEL:</span></u></b><b><span style="font-size: 14.0pt; line-height: 115%;"><o:p></o:p></span></b></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;"> </span><span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;"> The Turbine Wheel is housed in the
turbine casing and is connected to a shaft that in turn rotates the compressor
wheel.<o:p></o:p></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKi5-e0ag5mE3yCnpXu7ZvtgSNhyF1PsdRCmky0vRDNbaDSGnP6-RW3QggEBpc-rgJkT4pqf2lM5yXCyGO2YO-tKED9YDceXfcRjO9AX8-cy9VbftzIkUMfQi8Ji2YoxW1OoiVvz7B582Z/s1600/Tur+wheel.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: Arial, Helvetica, sans-serif;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKi5-e0ag5mE3yCnpXu7ZvtgSNhyF1PsdRCmky0vRDNbaDSGnP6-RW3QggEBpc-rgJkT4pqf2lM5yXCyGO2YO-tKED9YDceXfcRjO9AX8-cy9VbftzIkUMfQi8Ji2YoxW1OoiVvz7B582Z/s1600/Tur+wheel.JPG"></span></a></div>
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<b><u><span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;">COMPRESSOR WHEEL (IMPELLER)<o:p></o:p></span></u></b></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;"> </span><span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;"> Compressor
impellers are produced using a variant of the aluminum investment casting process.
A rubber former is made to replicate the impeller around which a casting mould
is created. The rubber former can then be extracted from the mould into which
the metal is poured. Accurate blade sections and profiles are important in
achieving compressor performance. Back face profile machining optimizes
impeller stress conditions. Boring to tight tolerance and burnishing assist
balancing and fatigue resistance. The impeller is located on the shaft assembly
using a threaded nut.<span style="font-size: medium;"><o:p></o:p></span></span></div>
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<b><u><span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;">WASTE GATES:<o:p></o:p></span></u></b></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;"> </span><span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;"> On the
exhaust side, a Waste gate provides us a means to control the boost pressure of
the engine. Some commercial diesel applications do not use a Waste gate at all.
This type of system is called a free-floating turbocharger. However, the vast majority
of gasoline performance applications require Waste gates. Waste gates provide a
means to bypass exhaust flow from the turbine wheel. Bypassing this energy
(e.g. exhaust flow) reduces the power driving the turbine wheel to match the
power required for a given boost level.<span style="font-size: medium;"><o:p></o:p></span></span></div>
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<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: 18.0pt; line-height: 115%; mso-ascii-theme-font: major-latin; mso-hansi-theme-font: major-latin;">ADVANTAGES<o:p></o:p></span></b></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">1.</span></b><span style="line-height: 115%;"> More specific power over naturally
aspirated engine. This means a turbocharged engine can achieve more power from
same engine volume.<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">2.</span></b><span style="line-height: 115%;"> Better thermal efficiency over both
naturally aspirated and supercharged engine when under full load (i.e. on
boost). This is because the excess exhaust heat and pressure, which would
normally be wasted, contributes some of the work required to compress the air.<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">3.</span></b><span style="line-height: 115%;"> Weight/Packaging. Smaller and
lighter than alternative forced induction systems and may be more easily fitted
in an engine bay.<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">4.</span></b><span style="line-height: 115%;"> Fuel Economy. Although adding a
turbocharger itself does not save fuel, it will allow a vehicle to use a
smaller engine while achieving power levels of a much larger engine, while attaining
near normal fuel economy while off boost/cruising. This is because without
boost, less fuel is used to create a proper air/fuel ratio.<span style="font-size: medium;"><o:p></o:p></span></span></span></div>
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<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: 18.0pt; line-height: 115%; mso-ascii-theme-font: major-latin; mso-hansi-theme-font: major-latin;">DISADVANTAGES<o:p></o:p></span></b></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">1.</span></b><span style="line-height: 115%;"> Lack of responsiveness if an
incorrectly sized turbocharger is used. If a turbocharger that is too large is
used it reduces throttle response as it builds up boost slowly otherwise known as
"lag". However, doing this may result in more peak power.<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">2.</span></b><span style="line-height: 115%;"> Boost threshold- A turbocharger
starts producing boost only above a certain rpm due to a lack of exhaust gas
volume to overcome inertia of rest of the turbo propeller. This results in a
rapid and nonlinear rise in torque, and will reduce the usable power band of
the engine. The sudden surge of power could overwhelm the tires and result in
loss of grip, which could lead to under steer/over steer, depending on the
drive train and suspension setup of the vehicle. Lag can be disadvantageous in
racing, if throttle is applied in a turn, power may unexpectedly increase when
the turbo spools up, which can cause excessive wheel spin.<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">3.</span></b><span style="line-height: 115%;"> Cost- Turbocharger parts are costly
to add to naturally aspirated engines. Heavily modifying OEM turbocharger
systems also require extensive upgrades that in most cases requires most (if
not all) of the original components to be replaced.<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><b><span style="line-height: 115%;">4.</span></b><span style="line-height: 115%;"> Complexity- Further to cost,
turbochargers require numerous additional systems if they are not to damage an
engine. Even an engine under only light boost requires a system for properly
routing (and sometimes cooling) the lubricating oil, turbo-specific exhaust
manifold, application specific downpipe, boosts regulation. In addition inter -cooled
turbo engines require additional plumbing, while highly tuned turbocharged
engines will require extensive upgrades to their lubrication, cooling, and
breathing systems; while reinforcing internal engine and transmission parts.<span style="font-size: medium;"><o:p></o:p></span></span></span></div>
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<u><span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;">TURBO LAG AND BOOST<o:p></o:p></span></u></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: 14.0pt; line-height: 115%;"> </span><span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;"> The time
required to bring the turbo up to a speed where it can function effectively is
called turbo lag. This is noticed as a hesitation in throttle response when coming
off idle. This is symptomatic of the time taken for the exhaust system driving
the turbine to come to high pressure and for the turbine rotor to overcome its
rotational inertia and reach the speed necessary to supply boost pressure. The
directly-driven compressor in a supercharger does not suffer from this problem.
Conversely on light loads or at low RPM a turbocharger supplies less boost and
the engine acts like a naturally aspirated engine. Turbochargers start
producing boost only above a certain exhaust mass flow rate (depending on the
size of the turbo). Without an appropriate exhaust gas flow, they logically
cannot force air into the engine. The point at full throttle in which the mass flow
in the exhaust is strong enough to force air into the engine is known as the
boost threshold rpm. Engineers have, in some cases, been able to reduce the
boost threshold rpm to idle speed to allow for instant response. Both Lag and
Threshold characteristics can be acquired through the use of a compressor map
and a mathematical equation.<span style="font-size: medium;"><o:p></o:p></span></span></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-ansi-language: EN-US; mso-ascii-theme-font: minor-latin; mso-bidi-font-family: "Times New Roman"; mso-bidi-language: AR-SA; mso-bidi-theme-font: minor-bidi; mso-fareast-font-family: Calibri; mso-fareast-language: EN-US; mso-fareast-theme-font: minor-latin; mso-hansi-theme-font: minor-latin;"><br clear="all" style="mso-special-character: line-break; page-break-before: always;" />
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<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: 18.0pt; line-height: 115%; mso-ascii-theme-font: major-latin; mso-hansi-theme-font: major-latin;">APPLICATIONS<o:p></o:p></span></b></div>
<div class="MsoListParagraph" style="mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;">·<span style="font-size: 7pt; line-height: normal;">
</span></span><!--[endif]--><b><u><span style="font-size: 14.0pt; line-height: 115%;">Gasoline-powered cars<o:p></o:p></span></u></b></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;">Today, turbo charging is commonly used by many manufacturers
of both diesel and gasoline-powered cars. Turbo charging can be used to
increase power output for a given capacity or to increase fuel efficiency by
allowing a smaller displacement engine to be used. Low pressure turbo charging
is the optimum when driving in the city, whereas high pressure turbo charging
is more for racing and driving on highways/motorways/freeways.<span style="font-size: medium;"><o:p></o:p></span></span></div>
<div class="MsoListParagraph" style="mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;">·<span style="font-size: 7pt; line-height: normal;">
</span></span><!--[endif]--><b><u><span style="font-size: 14.0pt; line-height: 115%;">Diesel-powered cars<o:p></o:p></span></u></b></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;">Today, many automotive diesels are turbocharged, since the
use of turbocharging improved efficiency, driveability and performance of
diesel engines, greatly increasing their popularity.<span style="font-size: medium;"><o:p></o:p></span></span></div>
<div class="MsoListParagraph" style="mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;">·<span style="font-size: 7pt; line-height: normal;">
</span></span><!--[endif]--><b><u><span style="font-size: 14.0pt; line-height: 115%;">Motorcycles<o:p></o:p></span></u></b></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;">The first example of a turbocharged bike is the 1978 Kawasaki
Z1R TC. Several Japanese companies produced turbocharged high performance
motorcycles in the early 1980s. Since then, few turbocharged motorcycles have
been produced.<span style="font-size: medium;"><o:p></o:p></span></span></div>
<div class="MsoListParagraph" style="mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;">·<span style="font-size: 7pt; line-height: normal;">
</span></span><!--[endif]--><b><u><span style="font-size: 14.0pt; line-height: 115%;">Trucks<o:p></o:p></span></u></b></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;">The first turbocharged diesel truck was produced by Schweizer
Maschinenfabrik Saurer (Swiss Machine Works Saurer) in 1938.<span style="font-size: medium;"><o:p></o:p></span></span></div>
<div class="MsoListParagraph" style="mso-list: l0 level1 lfo1; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: 14.0pt; line-height: 115%; mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;">·<span style="font-size: 7pt; line-height: normal;">
</span></span><!--[endif]--><b><u><span style="font-size: 14.0pt; line-height: 115%; mso-ascii-theme-font: major-latin; mso-hansi-theme-font: major-latin;">Aircraft<o:p></o:p></span></u></b></span></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="line-height: 115%;">A natural
use of the turbocharger is with aircraft engines. As an aircraft climbs to
higher altitudes the pressure of the surrounding air quickly falls off. At
5,486 m (18,000 ft), the air is at half the pressure of sea level and the
airframe experiences only half the aerodynamic drag. However, since the charge
in the cylinders is being pushed in by this air pressure, it means that the
engine will normally produce only half-power at full throttle at this altitude.
Pilots would like to take advantage of the low drag at high altitudes in order
to go faster, but a naturally aspirated engine will not produce enough power at
the same altitude to do so.</span><span style="line-height: 115%;"><br clear="all" style="mso-special-character: line-break; page-break-before: always;" />
</span><span style="line-height: 115%;"><o:p></o:p></span></span></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span><br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; line-height: 115%;"> Here the main
aim is to effectively utilize the non renewable energy such as petrol and
diesel. Complete combustion of the fuels can be achieved. Power output can be
increased. Wind energy can be used for air compression. We conclude that the
power as well as the efficiency is increasing 10 to 15 % and pollution can also
decrease. From the observation we can conclude that when the full throttle
valve is open at that time the engine speed is 4000 rpm and by this the
turbocharger generate 1.60 bar pressurized air. Generally the naturally
aspirated engine takes atmospheric pressurized air to the carburetor for air
fuel mixture but we can add the high density air for the combustion so as the
result the power and the complete combustion take place so efficiency is
increasing.<o:p></o:p></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
</div>
</div>Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com67tag:blogger.com,1999:blog-3395653463412368263.post-75176327496626695242013-09-09T19:48:00.000+05:302018-01-19T19:16:44.898+05:30DTSI (Digital Twin Spark Ignition System)<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: center;">
<h2>
</h2>
</div>
<br />
It is very interesting to know about complete combustion in automobile engineering, because in actual practice, perfect combustion is not at all possible due to various losses in the combustion chamber as well as design of the internal combustion engine. Moreover the process of burning of the fuel is also not instantaneous. However an alternate solution to it is by making the combustion of fuel as fast as possible. This can be done by using two spark plugs which spark alternatively at a certain time interval so as increase the diameter of the flame & burn the fuel instantaneously. This system is called DTSI (Digital Twin Spark Ignition system). In this system, due to twin sparks, combustion will be complete.<br />
<br />
This paper represents the working of digital twin spark ignition system, how twin sparks are produced at 20,000 Volts, their timings, efficiency, advantages & disadvantages, diameter of the flame, how complete combustion is possible & how to decrease smoke & exhausts from the exhaust pipe of the bike using Twin Spark System.<br />
<h3 style="text-align: left;">
<span style="font-size: large; font-weight: normal;"><br /></span></h3>
<h3 style="text-align: left;">
<span style="font-size: x-large; font-weight: normal;">How Does It Works?</span></h3>
<div>
<span style="font-size: large; font-weight: normal;"><br /></span></div>
Digital Twin Spark ignition engine has two <a href="http://automobiletechinfo.blogspot.com/2015/03/spark-plug.html" target="_blank">Spark plugs</a> located at opposite ends of the combustion chamber and hence fast and efficient combustion is obtained. The benefits of this efficient combustion process can be felt in terms of better fuel efficiency and lower emissions. The ignition system on the Twin spark is a digital system with static spark advance and no moving parts subject to wear. It is mapped by the integrated digital electronic control box which also handles fuel injection and valve timing. It features two plugs per cylinder.<br />
<br />
<div style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaQmLjBtmYQU-eCarBIBkzihDNIiYPhk1tYVBVUT8OXfeEPqwABw5r-xJ6DDO_VVg6n5SNXCB1wMtR2AMQvy8zQO6WrRuwg8c9SjjPOGBHS7vrl8b7pOOrx79gzv4UsLfpNwyUBhzK_sFW/s1600/dtsi.JPG"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaQmLjBtmYQU-eCarBIBkzihDNIiYPhk1tYVBVUT8OXfeEPqwABw5r-xJ6DDO_VVg6n5SNXCB1wMtR2AMQvy8zQO6WrRuwg8c9SjjPOGBHS7vrl8b7pOOrx79gzv4UsLfpNwyUBhzK_sFW/s1600/dtsi.JPG"></a></div>
<br />
This innovative solution, also entailing a special configuration of the hemispherical combustion chambers and piston heads, ensures a fast, wide flame front when the air-fuel mixture is ignited, and therefore less ignition advance, enabling, moreover, relatively lean mixtures to be used. This technology provides a combination of the light weight and twice the power offered by two-stroke engines with a significant power boost, i.e. a considerable "power-to-weight ratio" compared to quite a few four-stroke engines.<br />
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Moreover, such a system can adjust idling speed & even cuts off fuel feed when the accelerator pedal is released, and meters the enrichment of the air-fuel mixture for cold starting and accelerating purposes; if necessary, it also prevents the upper rev limit from being exceeded. At low revs, the over boost is mostly used when overtaking, and this is why it cuts out automatically. At higher speeds the over boost will enhance full power delivery and will stay on as long as the driver exercises maximum pressure on the accelerator.<br />
<br />
<span style="font-size: large;">Main characteristics</span><br />
<br />
• Digital electronic ignition with two plugs per cylinder and two ignition distributors.<br />
• Twin overhead cams with camshaft timing variation.<br />
• Injection fuel feed with integrated electronic twin spark ignition.<br />
• A high specific power.<br />
• Compact design and Superior balance.<br />
<h3 style="text-align: center;">
<span style="font-size: large; font-weight: normal;"><br /></span></h3>
<h3 style="text-align: left;">
<span style="font-size: x-large; font-weight: normal;">Construction</span></h3>
<div>
<span style="font-size: large; font-weight: normal;"><br /></span></div>
Digital spark technology is currently used in Bajaj motor cycles in India, because they have the patent right. Digital twin spark ignition technology powered engine has two spark plugs. It is located at opposite sides of combustion chamber. This DTS-I technology will have greater combustion rate because of twin spark plug located around it. The engine combust fuel at double rate than normal. This enhances both engine life and fuel efficiency. It is mapped by the digital electronic control box which also handles fuel ignition and valve timing.<br />
<br />
A microprocessor continuously senses speed and load of the engine and respond by altering the ignition timing there by optimizing power and fuel economy.<br />
<h3 style="text-align: left;">
<span style="font-size: large; font-weight: normal;"><br /></span></h3>
<h3 style="text-align: left;">
<span style="font-size: x-large; font-weight: normal;">Advantages & Disadvantages</span></h3>
<div>
<span style="font-size: large; font-weight: normal;"><br /></span></div>
<span style="font-size: large;">Advantages</span><br />
<br />
• Less vibrations and noise<br />
<br />
• Long life of the engine parts such as piston rings and valve stem.<br />
<br />
• Decrease in the specific fuel consumption<br />
<br />
• No over heating<br />
<br />
• Increase the Thermal Efficiency of the Engine & even bear high loads on it.<br />
<br />
• Better starting of engine even in winter season & cold climatic conditions or at very low temperatures because of increased Compression ratio.<br />
<br />
• Because of twin Sparks the diameter of the flame increases rapidly that would result in instantaneous burning of fuels. Thus force exerted on the piston would increase leading to better work output.<br />
<br />
<span style="font-size: large;">Disadvantages</span><br />
<br />
• There is high NOx emission<br />
<br />
• If one <a href="http://automobiletechinfo.blogspot.com/2015/03/spark-plug.html" target="_blank">spark plug</a> get damaged then we have to replace both<br />
<br />
• The cost is relatively more<br />
<h3 style="text-align: left;">
<span style="font-size: large; font-weight: normal;"><br /></span></h3>
<h3 style="text-align: left;">
<span style="font-size: x-large; font-weight: normal;">Applications</span></h3>
<div>
<span style="font-size: large; font-weight: normal;"><br /></span></div>
It uses in automotive engines. In India Bajaj has patented for dts-i technology. At present platina, xcd125, 135, discover150, pulsar135, 150, 180, 200, 220 etc. are using the dts-i(digital twin spark ignition system). Which means the petrol enters into the cylinder burns more efficiently.<br />
<br />
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<br />
Hence the application of these technologies in the present day automobiles will give the present generation what they want i.e. power bikes with fuel efficiency. Since these technologies also minimize the fuel consumption and harmful emission levels, they can also be considered as one of the solutions for increasing fuel costs and increasing effect of global warming.<br />
<br />
The perfect Combustion in Internal Combustion engine is not possible. So for the instantaneous burning of fuels in I.C. engine twin spark system can be used which producing twin sparks at regular interval can help to complete the combustion.<br />
<br />
<div>
<div>
</div>
</div>
</div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com135tag:blogger.com,1999:blog-3395653463412368263.post-22013209925435417872013-09-04T20:05:00.003+05:302013-09-10T13:26:09.325+05:30ADAPTIVE CRUISE CONTROL<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
Adaptive Cruise Control (ACC) is an automotive feature that allows a vehicle’s cruise control system to adapt the vehicle speed to the environment. A radar system attached to the front of the vehicle is used to detect whether slower moving vehicles are in the ACC vehicle path. If a slower moving vehicle is detected, the ACC system will slow the vehicle down and control the clearance, or time gap, between the ACC vehicle and the forward vehicle. If the system detects that the forward vehicle is no longer in the ACC vehicle path, the ACC system will accelerate the back to its set cruise control speed. This operation allows the ACC vehicle to autonomously slow down and speed up is controlled is via engine throttle control and limited brake operation.<br />
<br />
<br />
<b><span style="font-size: large;">HOW DOES IT WORK?</span></b><br />
The radar headway sensor sends information to a digital signal processor, which in turn translates the speed and distance information for a longitudinal controller. The result? If the lead vehicle slows down, or if another object is detected, the system sends a signal to the engine or braking system to decelerate. Then, when the road is clear, the system will re-accelerate the vehicle back to the set speed.<br />
The adaptive cruise control (ACC) system depends on two infrared sensors to detect cars up ahead. Each sensor has an emitter, which sends out a beam of infrared light energy, and a receiver, which captures light reflected back from the vehicle ahead.<br />
The first sensor, called the sweep long-range sensor, uses a narrow infrared beam to detect objects six to 50 yards away. At its widest point, the beam covers no more than the width of one highway lane, so this sensor detects only vehicles directly ahead and doesn't detect cars in other lanes. Even so, it has to deal with some tricky situations, like keeping track of the right target when the car goes around a curve. To deal with that problem, the system has a solid-state gyro that instantaneously transmits curve-radius information to the sweep sensor, which steers its beam accordingly.<br />
Another challenge arises when a car suddenly cuts in front of an ACC-equipped car. Because the sweep sensor's beam is so narrow, it doesn't "see" the other car until it's smack in the middle of the lane. That's where the other sensor, called the cut-in sensor, comes in. It has two wide beams that "look" into adjacent lanes, up to a distance of 30 yards ahead. And because it ignores anything that isn't moving at least 30 percent as fast as the car in which it is mounted, highway signs and parked cars on the side of the road don't confuse it.<br />
Information from the sensors goes to the Vehicle Application Controller (VAC), the system's computing and communication center. The VAC reads the settings the driver has selected and figures out such things as how fast the car should go to maintain the proper distance from cars ahead and when the car should release the throttle or downshift to slow down. Then it communicates that information to devices that control the engine and the transmission.<br />
There are several inputs: <span class="Apple-tab-span" style="white-space: pre;"> </span><br />
System on/off: If on, denotes that the cruise-control system should maintain the car speed.<br />
Engine on/off: If on, denotes that the car engine is turned on; the cruise-control system is only active if the engine is on.<br />
Pulses from wheel: A pulse is sent for every revolution of the wheel.<br />
Accelerator: Indication of how far the accelerator has been pressed.<br />
Brake: On when the brake is pressed; the cruise-control system temporarily reverts to manual control if the brake is pressed.<br />
Increase/Decrease Speed: Increase or decrease the maintained speed; only applicable if the cruise-control system is on.<br />
Resume: Resume the last maintained speed; only applicable if the cruise-control system is on.<br />
Clock: Timing pulse every millisecond.<br />
There is one output from the system:<br />
Throttle: Digital value for the engineer throttle setting.<br />
<b>ADAPTIVE CRUISE CONTROL FEATURES</b><br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span>Maintains a safe, comfortable distance between vehicles without driver interventions<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span>Maintains a consistent performance in poor visibility conditions.<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span>Maintains a continuous performance during road turns and elevation changes<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span>Alerts drivers by way of automatic braking.<br />
<br />
<b><span style="font-size: large;">PHYSICAL LAYOUT</span></b><br />
<span class="Apple-tab-span" style="white-space: pre;"> </span> The ACC system consists of a series of interconnecting components and systems. The method of communication between the different modules is via a serial communication network known as the Controller Area Network (CAN).<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span><b>ACC Module</b> – The primary function of the ACC module is to process the radar information and determine if a forward vehicle is present. When the ACC system is in 'time gap control', it sends information to the Engine Control and Brake Control modules to control the clearance between the ACC Vehicle and the Target Vehicle.<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Engine Control Module</b> – The primary function of the Engine Control Module is to receive information from the ACC module and Instrument Cluster and control the vehicle's speed based on this information. The Engine Control Module controls vehicle speed by controlling the engine's throttle.<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Brake Control Module </b> – The primary function of the Brake Control Module is to determine vehicle speed via each wheel and to decelerate the vehicle by applying the brakes when requested by the ACC Module. The braking system is hydraulic with electronic enhancement, such as an ABS brake system, and is not full authority brake by wire.<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Instrument Cluster</b> – The primary function of the Instrument Cluster is to process the Cruise Switches and send their information to the ACC and Engine Control Modules. The Instrument Cluster also displays text messages and telltales for the driver so that the driver has information regarding the state of the ACC system.<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span><b>CAN</b> – The Controller Area Network (CAN) is an automotive standard network that utilizes a 2 wire bus to transmit and receive data. Each node on the network has the capability to transmit 0 to 8 bytes of data in a message frame. A message frame consists of a message header, followed by 0 to 8 data bytes, and then a checksum. The message header is a unique identifier that determines the message priority. Any node on the network can transmit data if the bus is free. If multiple nodes attempt to transmit at the same time, an arbitration scheme is used to determine which node will control the bus. The message with the highest priority, as defined in its header, will win the arbitration and its message will be transmitted. The losing message will retry to send its message as soon as it detects a bus free state.<br />
o<span class="Apple-tab-span" style="white-space: pre;"> </span><b>Cruise Switches </b> – The Cruise Switches are mounted on the steering wheel and have several buttons which allow the driver to command operation of the ACC system. The switches include:<br />
'On': place system in the 'ACC standby' state<br />
'Off'': cancel ACC operation and place system in the 'ACC off' state<br />
'Set +': activate ACC and establish set speed or accelerate<br />
'Coast': decelerate<br />
'Resume': resume to set speed<br />
'Time Gap +': increase gap<br />
'Time gap –': decrease gap<br />
<br />
<b><span style="font-size: large;">ADVANTAGES & DISADVANTAGES</span></b><br />
<br />
<br />
<b>ADVANTAGES</b><br />
1. The driver is relieved from the task of careful acceleration, deceleration and braking in congested traffics.<br />
2. A highly responsive traffic system that adjusts itself to avoid accidents can be developed.<br />
3. Since the breaking and acceleration are done in a systematic way, the fuel efficiency of the vehicle is increased.<br />
<b>DISADVANTAGES</b><br />
1. A cheap version is not yet realized.<br />
2. A high market penetration is required if a society of intelligent vehicles is to be formed.<br />
3. Encourages the driver to become careless. It can lead to severe accidents if the system is malfunctioning.<br />
4. The ACC systems yet evolved enable vehicles to cooperate with the other vehicles and hence do not respond directly to the traffic signals.<br />
<br />
<br />
<br />
The present work itself is a result of very advance technology used in the automobile industries. There is continuous change in technology and we also accept new technology by replacing the old concepts. Since now a days, vehicle owner are cruises about the speed of the vehicle but as speed increase the same result in decrease in safety. But we have the advance technology like Adaptive Cruise Control then it controls the every section of the car and provides safety and comfort. As the automatic technology provide great advancement in human comfort, safety and other drive condition it become more popular in foreign countries as well as in India.<br />
<br /></div>
Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com17tag:blogger.com,1999:blog-3395653463412368263.post-10025251837369339222013-05-07T16:29:00.005+05:302018-01-19T19:28:01.531+05:30Electromagnetic Brake<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
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Electromagnetic brakes are the brakes working on the electric power & magnetic power. They works on the principle of electromagnetism. These are totally friction less. Due to this they are more durable & have longer life span. Less maintenance is there. These brakes are an excellent replacement on the convectional brakes due to their many advantages. The reason for implementing this brake in automobiles is to reduce wear in brakes as it friction less. Therefore there will also be no heat loss. It can be used in heavy vehicles as well as in light vehicles. The electromagnetic brakes are much effective than conventional brakes & the time taken for application of brakes are also smaller. There is very few need of lubrication. Electromagnetic brakes gives such better performance with less cost which is today’s need. There are also many more advantages of Electromagnetic brakes. That’s why electromagnetic brakes are en excellent replacement on conventional brakes.</div>
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Electromagnetic brakes are of today’s automobiles. A electromagnetic braking system for automobiles like cars, an effective braking system. And, by using this electromagnetic brakes, we can increase the life of the braking unit. The working principle of this system is that when the magnetic flux passes through and perpendicular to the rotating wheel the eddy current flows opposite to the rotating wheel/rotor direction. This eddy current trying to stop the rotating wheel or rotor. This results in the rotating wheel or rotor comes to rest/ neutral.</div> <br />
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<span style="font-size: large;"><b><u>HISTORY</u></b></span></div>
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It is found that electromagnetic brakes can develop a negative power which represents nearly twice the maximum power output of a typical engine, and at least three times the braking power of an exhaust brake. (Reverdin 1994). These performance of electromagnetic brakes make them much more competitive candidate for alternative retardation equipments compared with other retarders. By using by using the electromagnetic brakes are supplementary retardation equipment, the friction brakes can be used less frequently, and therefore practically never reach high temperatures. The brake linings would last considerably longer before requiring maintenance and the potentially “brake fade” problem could be avoided. In research conducted by a truck manufacturer, it was proved that the electromagnetic brake assumed 80% of the duty which would otherwise have been demanded of the regular service brake (Reverdin 1974). Further more the electromagnetic brakes prevents the danger that can arise from the prolonged use of brake beyond their capability to dissipate heat. This is most likely to occur while a vehicle descending a long gradient at high speed. Ina study with a vehicle with 5 axles and weighting 40 tones powered by a powered by an engine of 310 b.h.p travelling down a gradient of 6% at a steady speed between 35 and 40 m.h.p, it can be calculated that the braking power necessary to maintain this speed ot the order of 450 hp. The brakes, therefore, would have to absorb 300 hp, meaning that each brake in the 5 axels must absorb 30 hp, that a friction brake can normally absorb with selfdestruction. The magnetic brake is wall suited to such conditions since it will independently absorb more than 300 hp (Reverdin 1974). It therefore can exceed the requirements of continuous uninterrupted braking, leaving the friction brakes cool and ready for emergency braking in total safety. The installation of an electromagnetic brake is not very difficulty if there is enough space between the gearbox and the rear axle. If did not need a subsidiary cooling system. It relay on the efficiency of engine components for its use, so do exhaust and hydrokinetic brakes. The exhaust brake is an on/off device and hydrokinetic brakes have very complex control system. The electromagnetic brake control system is an electric switching system which gives it superior controllability.</div>
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<span style="font-size: large;"><b><u>CONSTRUCTION</u></b></span></div>
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The construction of the electromagnetic braking system is very simple. The parts needed for the construction are electromagnetic, rheostat, sensors and magnetic insulator. A cylindrical ring shaped electromagnet with winding is placed parallel to rotating wheel disc/ rotor. The electro magnet is fixed, like as stator and coils are wounded along the electromagnet. These coils are connected with electrical circuit containing one rheostat which is connected with brake pedal. And the rheostat is used to control the current flowing is used to control the magnetic flux. And also it is used to prevent the magnetization of other parts like axle and it act as asupport frame for the electromagnet. The sensor used to indicate the disconnection in the whole circuit. If there is any error it gives an alert, so we can avoid accident.</div>
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<span style="font-size: large;"><b><u>WORKING PRINCIPLE</u></b></span></div>
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The working principle of the electric retarder is based on the electric retarder is based on the creation of eddy currents with in a metal discs rotating rotating between two electro magnets, which set up a force opposing the rotation of the discs. If the electromagnet is not energized, the rotation of the disc free and accelerates uniformly under the action of the weight to which its shaft is connected. When the electromagnet is energized, the rotation of the disc is retarded and the energy absorbed appears as heating of the discs. If the current exciting the electromagnet is varied by a rheostat, the raking force varies indirect proportion of the value of the current. The development of this invention began when the French company Telma, associated with Raoul Sarazin, developed and marketed several generations of electric brake based on the functioning principle described above. A typical retarder consists of stator and rotor. The stator hold 16 induction coils, energized separately in group of four. The coils are made up of varnished aluminium wire mounted in epoxy resin. The stator assembly is supported resiliently through anti-vibration mountings on the chasis frame of the vehicle. The rotor is made up of two discs, which provide the braking force when subjected to the electromagnetic influence when the coil are excited. Care fully design of the fins, which are integral to the disc, permit independent cooling of the arrangement.</div>
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1. Electromagnetic brakes can develop a negative power which represents nearly twice the maximum power output of a typical engine.</div>
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2. Electromagnetic brakes work in a relatively cool condition and satisfy all</div>
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the energy requirements of braking at high speeds, completely without the use of friction. Due to its specific installation location (transmission line of rigid vehicles), electromagnetic brakes have better heat dissipation capability to avoid problems that friction brakes face times the braking power of an exhaust brake.</div>
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3. Electromagnetic brakes have been used as supplementary retardation equipment in addition to the regular friction brakes on heavy vehicles.</div>
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4. Electromagnetic brakes has great braking efficiency and has the potential to regain energy lost in braking.</div>
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5. It’s component cost is less.</div>
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1. The installation of an electromagnetic brake is very difficult if there is</div>
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2. Need a separate compressor. </div>
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3. Maintenance of the equipment components such as hoses, valves has to done periodically. </div>
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4. It cannot use grease or oil.</div>
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1. Used in crane control system.</div>
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2. Used in winch controlling.</div>
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3. Used in lift controlling.</div>
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4. Used in automatic purpose.</div>
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The lot’s of new technologies are arriving in world. They create a lot of effect. Most industries got their new faces due to this arrival of technologies. Automobile industry is also one of them. There is a boom in World’s automobile industry. So lot’s of research is also going here. As an important part of automobile, there are also innovations in brakes. Electromagnetic brake is one of them.</div>
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A electromagnetic braking for automobiles like cars, an effective braking system. And, by using this electromagnetic brakes, we can increase the life of the braking unit. The working principle of this system is that when the electromagnetic flux passes through and perpendicular to the rotating wheel the eddy current is induced in the rotating wheel or rotor. This eddy current flows opposite to the rotating wheel. This eddy current tries to stop the rotating wheel or rotor. This results in the rotating wheel or rotor comes to rest.</div>
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Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com66tag:blogger.com,1999:blog-3395653463412368263.post-32566511846106069312013-05-07T15:48:00.000+05:302018-02-21T20:23:48.158+05:30CRDI (Common Rail Direct Injection)<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: inherit;"><br /> CRDi stands for Common Rail Direct Injection meaning, direct injection of the fuel into the cylinders of a diesel engine via a single, common line, called the common rail which is connected to all the fuel injectors.<br /><br /> Whereas ordinary diesel direct fuel-injection systems have to build up pressure anew for each and every injection cycle, the new common rail (line) engines maintain constant pressure regardless of the injection sequence. This pressure then remains permanently available throughout the fuel line. The engine's electronic timing regulates injection pressure according to engine speed and load. The electronic control unit (ECU) modifies injection pressure precisely and as needed, based on data obtained from sensors on the cam and crankshafts. In other words, compression and injection occur independently of each other. This technique allows fuel to be injected as needed, saving fuel and lowering emissions.<br /><br /> More accurately measured and timed mixture spray in the combustion chamber significantly reducing unburned fuel gives CRDi the potential to meet future emission guidelines such as Euro V. CRDi engines are now being used in almost all Mercedes-Benz, Toyota, Hyundai, Ford and many other diesel automobiles.</span><br />
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<span style="font-family: inherit; font-size: x-large; font-weight: normal;">History</span></h3>
<span style="font-family: inherit;"><br /> The common rail system prototype was developed in the late 1960s by Robert Huber of Switzerland and the technology further developed by Dr. Marco Ganser at the Swiss Federal Institute of Technology in Zurich, later of Ganser-Hydromag AG (est.1995) in Oberägeri. The first successful usage in a production vehicle began in Japan by the mid-1990s. Modern common rail systems, whilst working on the same principle, are governed by an engine control unit (ECU) which opens each injector electronically rather than mechanically. This was extensively prototyped in the 1990s with collaboration between Magneti Marelli, Centro Ricerche Fiat and Elasis. The first passenger car that used the common rail system was the 1997 model Alfa Romeo 156 2.4 JTD, and later on that same year Mercedes-Benz C 220 CDI.<br /><br /> Common rail engines have been used in marine and locomotive applications for some time. The Cooper-Bessemer GN-8 (circa 1942) is an example of a hydraulically operated common rail diesel engine, also known as a modified common rail. Vickers used common rail systems in submarine engines circa 1916. Early engines had a pair of timing cams, one for ahead running and one for astern. Later engines had two injectors per cylinder, and the final series of constant-pressure turbocharged engines were fitted with four injectors per cylinder. This system was used for the injection of both diesel oil and heavy fuel oil (600cSt heated to a temperature of approximately 130 °C). The common rail system is suitable for all types of road cars with diesel engines, ranging from city cars such as the Fiat Nuova Panda to executive cars such as the Audi A6.</span><br />
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<span style="font-family: inherit; font-size: x-large; font-weight: normal;">Operating Principle</span></h3>
<span style="font-family: inherit;"><br /> Solenoid or piezoelectric valves make possible fine electronic control over the fuel injection time and quantity, and the higher pressure that the common rail technology makes available provides better fuel atomisation. In order to lower engine noise, the engine's electronic control unit can inject a small amount of diesel just before the main injection event ("pilot" injection), thus reducing its explosiveness and vibration, as well as optimizing injection timing and quantity for variations in fuel quality, cold starting and so on. Some advanced common rail fuel systems perform as many as five injections per stroke.<br /><br /> Common rail engines require very short (< 10 second) or no heating-up time at all , dependent on ambient temperature, and produce lower engine noise and emissions than older systems. Diesel engines have historically used various forms of fuel injection. Two common types include the unit injection system and the distributor/inline pump systems (See diesel engine and unit injector for more information). While these older systems provided accurate fuel quantity and injection timing control, they were limited by several factors:<br /><br />• They were cam driven, and injection pressure was proportional to engine speed. This typically meant that the highest injection pressure could only be achieved at the highest engine speed and the maximum achievable injection pressure decreased as engine speed decreased. This relationship is true with all pumps, even those used on common rail systems; with the unit or distributor systems, however, the injection pressure is tied to the instantaneous pressure of a single pumping event with no accumulator, and thus the relationship is more prominent and troublesome.<br /><br /><br />• They were limited in the number and timing of injection events that could be commanded during a single combustion event. While multiple injection events are possible with these older systems, it is much more difficult and costly to achieve.<br /><br /><br />• For the typical distributor/inline system, the start of injection occurred at a pre-determined pressure (often referred to as: pop pressure) and ended at a pre-determined pressure. This characteristic resulted from "dummy" injectors in the cylinder head which opened and closed at pressures determined by the spring preload applied to the plunger in the injector. Once the pressure in the injector reached a pre-determined level, the plunger would lift and injection would start.</span><br />
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<span style="font-family: inherit;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHcarxEcMpOryxklAKBWluxtSbXvuDvMh0g29kIjj-vGphd-euErHk075on_-pUEPHiLydhw-zrux7liTfJHK_7HyoNIpqeEwWyLVrjCGGXXOi7za1qqT4Y06IY_FEo6ylI2H20YRGyU75/s1600/CRDi.JPG" style="font-family: inherit;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHcarxEcMpOryxklAKBWluxtSbXvuDvMh0g29kIjj-vGphd-euErHk075on_-pUEPHiLydhw-zrux7liTfJHK_7HyoNIpqeEwWyLVrjCGGXXOi7za1qqT4Y06IY_FEo6ylI2H20YRGyU75/s320/CRDi.JPG" /></a></span></div>
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<br /><br /><br /> In common rail systems, a high-pressure pump stores a reservoir of fuel at high pressure — up to and above 2,000 bars (psi). The term "common rail" refers to the fact that all of the fuel injectors are supplied by a common fuel rail which is nothing more than a pressure accumulator where the fuel is stored at high pressure. This accumulator supplies multiple fuel injectors with high-pressure fuel. This simplifies the purpose of the high-pressure pump in that it only has to maintain a commanded pressure at a target (either mechanically or electronically controlled). The fuel injectors are typically ECU-controlled. When the fuel injectors are electrically activated, a hydraulic valve (consisting of a nozzle and plunger) is mechanically or hydraulically opened and fuel is sprayed into the cylinders at the desired pressure. Since the fuel pressure energy is stored remotely and the injectors are electrically actuated, the injection pressure at the start and end of injection is very near the pressure in the accumulator (rail), thus producing a square injection rate. If the accumulator, pump and plumbing are sized properly, the injection pressure and rate will be the same for each of the multiple injection events.</span><br />
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<span style="font-family: inherit;"><span style="font-size: x-large; font-weight: normal;">Advantages & Disadvantages</span></span></h3>
<span style="font-family: inherit;"><br /><span style="font-size: large;">Advantages</span><br /><br /> CRDi engines are advantageous in many ways. Cars fitted with this new engine technology are believed to deliver 25% more power and torque than the normal direct injection engine. It also offers superior pick up, lower levels of noise and vibration, higher mileage, lower emissions, lower fuel consumption, and improved performance.<br /><br /> In India, diesel is cheaper than petrol and this fact adds to the credibility of the common rail direct injection system.</span><br />
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<span style="font-family: inherit; font-size: large;">Disadvantages</span></div>
<span style="font-family: inherit;"><br /> Like all good things have a negative side, this engine also have few disadvantages. The key disadvantage of the CRDi engine is that it is costly than the conventional engine. The list also includes high degree of engine maintenance and costly spare parts. Also this technology can’t be employed to ordinary engines.</span><br />
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<span style="font-family: inherit;"><span style="font-size: x-large; font-weight: normal;">Applications</span></span></h3>
<span style="font-family: inherit;"><br /> The most common applications of common rail engines are marine and locomotive applications. Also, in the present day they are widely used in a variety of car models ranging from city cars to premium executive cars.<br /><br /> Some of the Indian car manufacturers who have widely accepted the use of common rail diesel engine in their respective car models are the Hyundai Motors, Maruti Suzuki, Fiat, General Motors, Honda Motors, and the Skoda. In the list of luxury car manufacturers, the Mercedes-Benz and BMW have also adopted this advanced engine technology. All the car manufacturers have given their own unique names to the common CRDi engine system.<br /><br /> However, most of the car manufacturers have started using the new engine concept and are appreciating the long term benefits of the same. The technology that has revolutionized the diesel engine market is now gaining prominence in the global car industry.<br /><br /> CRDi technology revolutionized diesel engines and also petrol engines (by introduction of GDI technology).<br /> By introduction of CRDi a lot of advantages are obtained, some of them are, more power is developed, increased fuel efficiency, reduced noise, more stability, pollutants are reduced, particulates of exhaust are reduced, exhaust gas recirculation is enhanced, precise injection timing is obtained, pilot and post injection increase the combustion quality, more pulverization of fuel is obtained, very high injection pressure can be achieved, the powerful microcomputer make the whole system more perfect, it doubles the torque at lower engine speeds. The main disadvantage is that this technology increase the cost of the engine. Also this technology can’t be employed to ordinary engines.</span><br />
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Akhilhttp://www.blogger.com/profile/10451483834020038687noreply@blogger.com299