Major Systems and Components of an Automobile
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Typical Brake Disc and Brake Pad Damage Patterns and Their Root Causes
Typical brake disc and brake pad damage patterns and their root causes www.meyle.com Good brakes save lives! The consequences of choosing the wrong or low-grade brake parts can be dramatic. Only use the brake components specified for the given vehicle application. Brake system repairs may only be performed by skilled and trained personnel. Adhere to the vehicle or brake manufacturer‘s specifications at all times. MEYLE Platinum Disc: When installing new brake components, observe the All-new finish. No degreasing. following: Fit and go. > Always replace brake pads along with brake discs. > Always replace all brake discs and pads per axle. All MEYLE brake discs come as ready-to-mount assemblies, most of > Be careful to bed in new brake discs and pads properly. them featuring the locating screw. They do not require degreasing > Avoid unnecessary heavy braking on the first 200 kilometres. and are resistant to rim cleaners. Cutting-edge paint technology > Brake performance may be lower on the first 200 driven made in Germany provides MEYLE Platinum Discs with long-term kilometres. anti-corrosion protection while adding a brilliant appearance. Further refinement of the tried-and-tested MEYLE finish has led to Check for functional reliability after installation: environmentally-friendly production processes. > Pump brake pedal until it becomes stiff. > Pedal travel must not vary at constant pedal load after pedal has MEYLE Platinum Discs – the safety solution engineered by one been depressed several times. of the industry‘s leading experts in coated brake discs. > Check wheels for free rotation. > Check brake fluid level in expansion tank and top up, if required. -
Emergency Steer & Brake Assist – a Systematic Approach for System Integration of Two Complementary Driver Assistance Syste
EMERGENCY STEER & BRAKE ASSIST – A SYSTEMATIC APPROACH FOR SYSTEM INTEGRATION OF TWO COMPLEMENTARY DRIVER ASSISTANCE SYSTEMS Alfred Eckert Bernd Hartmann Martin Sevenich Dr. Peter E. Rieth Continental AG Germany Paper Number 11-0111 ABSTRACT optimized trajectory. In this respect and beside all technical and physical aspects, the human factor plays a major role for the development of this Advanced Driver Assistance Systems (ADAS) integral assistance concept. Basis for the assist the driver during the driving task to improve development of this assistance concept were subject the driving comfort and therefore indirectly traffic driver vehicle tests to study the typical driver safety, ACC (Adaptive Cruise Control) is a typical behavior in emergency situations. Objective example for a “Comfort ADAS” system. “Safety was on the one hand to analyze the relevant ADAS” directly target the improvement of safety, parameters influencing the driver decision for brake such as a forward collision warning or other and/or steer maneuvers. On the other hand the systems which assist the driver during an evaluation should result in a proposal for a emergency situation. A typical application for a preferable test setup, which can be used for use case “Safety ADAS” is EBA (Emergency Brake Assist), evasion and/or braking tests to clearly evaluate the which additionally integrates information of benefit of the system and the acceptance of normal surrounding sensors into the system function. drivers. Definition of assistance levels, warnings While systems in the longitudinal direction, such as and intervention cascade, based on physical aspects EBA, have achieved a high development status and and an analysis of driver behavior using objective are already available in the market (e.g. -
ACEA – E10 Petrol Fuel: Vehicle Compatibility List
List of ACEA member company petrol vehicles compatible with using ‘E10’ petrol 1. Important notes applicable for the complete list hereunder The European Union Fuel Quality Directive (1) introduced a new market petrol specification from 1st January 2011 that may contain up to 10% ethanol by volume (10 %vol). Such petrol is commonly known as ‘E10’. It is up to the individual country of the European Union and fuel marketers to decide if and when to introduce E10 petrol to the market and so far E10 petrol has only been introduced in Finland, France, Germany and Belgium. For vehicles equipped with a spark-ignition (petrol) engine introduced into the EU market, this list indicates their compatibility (or otherwise) with the use of E10 petrol. 2. Note In countries that offer E10 petrol, before you fill your vehicle with petrol please check that your vehicle is compatible with the use of E10 petrol. If, by mistake, you put E10 petrol into a vehicle that is not declared compatible with the use of E10 petrol, it is recommended that you contact your local vehicle dealer, the vehicle manufacturer or roadside assistance provider who may advise that the fuel tank be drained. If it is necessary to drain the fuel from the tank then you should ensure it is done by a competent organisation and the tank is refilled with the correct grade of petrol for your vehicle. Owners experiencing any issues when using E10 petrol are advised to contact their local vehicle dealer or vehicle manufacturer and to use instead 95RON (or 98RON) petrol that might be identified by ‘E5’ (or have no specific additional marking) in those countries that offer E10 petrol. -
Internal and External Combustion Engine Classifications: Gasoline
Internal and External Combustion Engine Classifications: Gasoline and diesel engine classifications: A gasoline (Petrol) engine or spark ignition (SI) burns gasoline, and the fuel is metered into the intake manifold. Spark plug ignites the fuel. A diesel engine or (compression ignition Cl) bums diesel oil, and the fuel is injected right into the engine combustion chamber. When fuel is injected into the cylinder, it self ignites and bums. Preparation of fuel air mixture (gasoline engine): * High calorific value: (Benzene (Gasoline) 40000 kJ/kg, Diesel 45000 kJ/kg). * Air-fuel ratio: A chemically correct air-fuel ratio is called stoichiometric mixture. It is an ideal ratio of around 14.7:1 (14.7 parts of air to 1 part fuel by weight). Under steady-state engine condition, this ratio of air to fuel would assure that all of the fuel will blend with all of the air and be burned completely. A lean fuel mixture containing a lot of air compared to fuel, will give better fuel economy and fewer exhaust emissions (i.e. 17:1). A rich fuel mixture: with a larger percentage of fuel, improves engine power and cold engine starting (i.e. 8:1). However, it will increase emissions and fuel consumption. * Gasoline density = 737.22 kg/m3, air density (at 20o) = 1.2 kg/m3 The ratio 14.7 : 1 by weight equal to 14.7/1.2 : 1/737.22 = 12.25 : 0.0013564 The ratio is 9,030 : 1 by volume (one liter of gasoline needs 9.03 m3 of air to have complete burning). -
Technical Report: Engine and Emission System Technology
Technical Report: Engine and Emission System Technology Spark Ignition Petrol: Euro 5 & Beyond - Light Duty V ehicles © Copyright 2016 ABMARC Disclaimer By accepting this report from ABMARC you acknowledge and agree to the terms as set out below. This Disclaimer and denial of Liability will continue and shall apply to all dealings of whatsoever nature conducted between ABMARC and yourselves relevant to this report unless specifically varied in writing. ABMARC has no means of knowing how the report’s recommendations and or information provide d to you will be applied and or used and therefore denies any liability for any losses, damages or otherwise as may be suffered by you as a result of your use of same. Reports, recommendations made or information provided to you by ABMARC are based on ext ensive and careful research of information some of which may be provided by yourselves and or third parties to ABMARC. Information is constantly changing and therefore ABMARC accepts no responsibility to you for its continuing accuracy and or reliability. Our Reports are based on the best available information obtainable at the time but due to circumstances and factors out of our control could change significantly very quickly. Care should be taken by you in ensuring that the report is appropriate for your needs and purposes and ABMARC makes no warranty that it is. You acknowledge and agree that this Disclaimer and Denial of Liability extends to all Employees and or Contractors working for ABMARC. You agree that any rights or remedies available to you pursuant to relevant Legislation shall be limited to the Laws of the State of Victoria and to the extent permitted by law shall be limited to such monies as paid by you for the re levant report, recommendations and or information. -
Electric to Hydraulic Disc Brake Conversion Installation and Owner’S Manual (For Aftermarket Application)
Electric to Hydraulic Disc Brake Conversion Installation and Owner’s Manual (For Aftermarket Application) Electric to Hydraulic Disc Brake Conversion Installation and Owner’s Manual (For Aftermarket Applications) Table of Contents Introduction Introduction �������������������������������������������� 1 Document Information ................................. 1 Document Information Trailer Axle Brake Inspection .......................... 1 The hydraulic disc brake assembly and kits are an Safety Information ..................................... 2 additional option for replacement brakes or the installation Resources Required ................................... 2 of current industry standards in braking. Parts List ................................................ 3 Trailer Axle Brake Inspection Installation .............................................. 3 In general, based on normal activity, trailer brakes should Mount Hydraulic Brake Actuator ....................... 3 be checked annually or every 36,000 miles, whichever Electric Brake Hubs Removal .......................... 4 comes first. If above normal trailer activity is experienced, Brake Hub Removal ................................... 4 then more frequent brake component inspections are Hydraulic Disc Brake Preparation ...................... 6 Disc Brake Assembly Installation ...................... 6 recommended. In the event the braking system encounters Inner Bearing Cone and Grease Seal Installation ..... 7 symptoms of improper application or failure, immediate New Seal Installation -
Royal-Enfield-Classic
about seventy on freeways…at least you won’t be getting any speeding tickets. Weighing in at 425 lbs. with a 3.56 gal- lon tank and claimed 75 mpg, the Classic 500 puts others to shame in the mileage depart- ment. Anyone looking for the fastest, most comfortable, best handling, best braking motor- cycle should look elsewhere, that’s not what the Classic or Bullet is about. Riding the wave of ‘new vintage’ motor- cycles, Royal Enfield hits the mark dead center. This is a commuter bike that not only gets the job done respectably, it will steal the attention from motorcycles three times its price. Gawkers commented on the impec- cable restoration job or que- ried its history and lineage. Royal Enfield’s reek retro cool without the stench of costly maintenance and exorbitant prices of actual vintage. At $5,499.00 what’s not to like! I just bought a vintage Bullet on eBay that will be prominently displayed in my living room. Royal Enfield also revealed an all new Interceptor 650 and the Continental GT 650 will be released this year. Both bikes share the same steel tube chassis and an all-new air- cooled 650cc parallel making them more highway-friendly By Koz Mraz malayan Roadrunners. They are the and faster. The 2018 Royal Photos by Koz & Gabrielle Romanello very first company to offer such trips Enfield Interceptor 650 is a ENGINE: thirty years ago. See “Motorcycling standard bike with an upright Type: Single Cylinder, 4-Stroke, Spark Ignition, Air-Cooled, Fuel Injection Rebirthing classic styling is very the Himalayas” in this issue. -
Subframe Design General
Subframe design General General The subframe can be used for the following purposes: • It provides clearance for wheels and other parts which protrude above the frame. • It provides rigidity and reduces the stress in the rear overhang. • It protects the chassis frame by distributing the load from the bodywork evenly over a larger area of the chassis frame. • It contributes to dampening frame oscillations that cause discomfort. To adapt the subframe to the torsionally flexible part of the chassis frame, the sub- frame should also be torsionally flexible, provided the bodywork allows it. There- fore, the side members and crossmembers of the subframe should consist mainly of open profiles, e.g. U-profiles. 376 530 More information on chassis frames is found in the document Chassis frames. More information on chassis frames and subframes is found in the document Select- ing the subframe and attachment. More information on the concepts of torsional rigidity and torsional flexibility is found in the document Forces and movements. Scania Truck Bodybuilder 22:10-649 Issue 2 2016-09-02 © Scania CV AB 2016, Sweden 1 (8) Subframe design General The subframe can appear differently depending on the characteristics required. The subframe length can vary. It can cover the whole chassis frame or be short and only cover part of the chassis frame. The height of the chassis frame can be adjusted to the current area of application. 376 541 Example of a subframe. Scania Truck Bodybuilder 22:10-649 Issue 2 2016-09-02 © Scania CV AB 2016, Sweden 2 (8) Subframe design General Side members The subframe’s side members are usually manufactured from U-profiles, just as the chassis frame’s side members. -
A Review Paper on Drum Brake
IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 18, Issue 3 Ser. II (May – June 2021), PP 48-51 www.iosrjournals.org A review paper on Drum brake Shubhendra Khapre1 Dr. Rajesh Metkar2 1Dept. of Mechanical Engg, GCOEA 2Prof. Dept. of Mechanical Engg, GCOEA Abstract: In the automobile, there is a most common and important factor is safety like, braking system, airbags, good suspension, good handling, and safe cornering, etc. from the all safety system the most important and critical system is a brake system. A brake is a mechanical device that inhibits motion. A drum brake is a brake that uses friction caused by a set of shoes or pads that press against a rotating drum-shaped part called a brake drum. In this paper, we have studied the brake shoe of motor vehicles. A brake shoe is the part of a braking system which carries the brake lining in the drum brakes used on automobile or brake block in train brakes and bicycle brakes. A brake shoe is also known as a device which can be slow down railroad cars. Keywords: Breaking system, Suspension, Brake shoe, Brake lining. --------------------------------------------------------------------------------------------------------------------------------------- Date of Submission: 02-06-2021 Date of Acceptance: 15-06-2021 --------------------------------------------------------------------------------------------------------------------------------------- I. Introduction We know about the braking system, there are few types of brakes like a drum brake, disc brake. The drum brake consists of backing plates, brake drum, wheel cylinder, brake pads, brake shoe, etc. The drum brake is used in various motor vehicles like passenger cars, lightweight trucks, most of the two-wheelers. -
A Two-Point Vehicle Classification System
178 TRANSPORTATION RESEARCH RECORD 1215 A Two-Point Vehicle Classification System BERNARD C. McCULLOUGH, JR., SrAMAK A. ARDEKANI, AND LI-REN HUANG The counting and classification of vehicles is an important part hours required, however, the cost of such a count was often of transportation engineering. In the past 20 years many auto high. To offset such costs, many techniques for the automatic mated systems have been developed to accomplish that labor counting, length determination, and classification of vehicles intensive task. Unfortunately, most of those systems are char have been developed within the past decade. One popular acterized by inaccurate detection systems and/or classification method, especially in Europe, is the Automatic Length Indi methods that result in many classification errors, thus limiting cation and Classification Equipment method, known as the accuracy of the system. This report describes the devel "ALICE," which was introduced by D. D. Nash in 1976 (1). opment of a new vehicle classification database and computer This report covers a simpler, more accurate system of vehicle program, originally designed for use in the Two-Point-Time counting and classification and details the development of the Ratio method of vehicle classification, which greatly improves classification software that will enable it to surpass previous the accuracy of automated classification systems. The program utilizes information provided by either vehicle detection sen systems in accuracy. sors or the program user to determine the velocity, number Although many articles on vehicle classification methods of axles, and axle spacings of a passing vehicle. It then matches have appeared in transportation journals within the past dec the axle numbers and spacings with one of thirty-one possible ade, most have dealt solely with new types, or applications, vehicle classifications and prints the vehicle class, speed, and of vehicle detection systems. -
Revisiting the Compcars Dataset for Hierarchical Car Classification
sensors Article Revisiting the CompCars Dataset for Hierarchical Car Classification: New Annotations, Experiments, and Results Marco Buzzelli * and Luca Segantin Department of Informatics Systems and Communication, University of Milano-Bicocca, 20126 Milano, Italy; [email protected] * Correspondence: [email protected] Abstract: We address the task of classifying car images at multiple levels of detail, ranging from the top-level car type, down to the specific car make, model, and year. We analyze existing datasets for car classification, and identify the CompCars as an excellent starting point for our task. We show that convolutional neural networks achieve an accuracy above 90% on the finest-level classification task. This high performance, however, is scarcely representative of real-world situations, as it is evaluated on a biased training/test split. In this work, we revisit the CompCars dataset by first defining a new training/test split, which better represents real-world scenarios by setting a more realistic baseline at 61% accuracy on the new test set. We also propagate the existing (but limited) type-level annotation to the entire dataset, and we finally provide a car-tight bounding box for each image, automatically defined through an ad hoc car detector. To evaluate this revisited dataset, we design and implement three different approaches to car classification, two of which exploit the hierarchical nature of car annotations. Our experiments show that higher-level classification in terms of car type positively impacts classification at a finer grain, now reaching 70% accuracy. The achieved performance constitutes a baseline benchmark for future research, and our enriched set of annotations is made available for public download. -
Modelling of Emissions and Energy Use from Biofuel Fuelled Vehicles at Urban Scale
sustainability Article Modelling of Emissions and Energy Use from Biofuel Fuelled Vehicles at Urban Scale Daniela Dias, António Pais Antunes and Oxana Tchepel * CITTA, Department of Civil Engineering, University of Coimbra, Polo II, 3030-788 Coimbra, Portugal; [email protected] (D.D.); [email protected] (A.P.A.) * Correspondence: [email protected] Received: 29 March 2019; Accepted: 13 May 2019; Published: 22 May 2019 Abstract: Biofuels have been considered to be sustainable energy source and one of the major alternatives to petroleum-based road transport fuels due to a reduction of greenhouse gases emissions. However, their effects on urban air pollution are not straightforward. The main objective of this work is to estimate the emissions and energy use from bio-fuelled vehicles by using an integrated and flexible modelling approach at the urban scale in order to contribute to the understanding of introducing biofuels as an alternative transport fuel. For this purpose, the new Traffic Emission and Energy Consumption Model (QTraffic) was applied for complex urban road network when considering two biofuels demand scenarios with different blends of bioethanol and biodiesel in comparison to the reference situation over the city of Coimbra (Portugal). The results of this study indicate that the increase of biofuels blends would have a beneficial effect on particulate matter (PM ) emissions reduction for the entire road network ( 3.1% [ 3.8% to 2.1%] by kg). In contrast, 2.5 − − − an overall negative effect on nitrogen oxides (NOx) emissions at urban scale is expected, mainly due to the increase in bioethanol uptake. Moreover, the results indicate that, while there is no noticeable variation observed in energy use, fuel consumption is increased by over 2.4% due to the introduction of the selected biofuels blends.