Automobile Engineering (4022)

Fourth Semester Mechanical Engineering Diploma

Course

Anzil N S,
Head of Mech Dept
Maharajas Technological Institute
Thrissur.
 Module 1
 Fuel System Of Petrol Engine
 Carburetion And Functions Of Carburetor
 The Working Of Simple Carburetor (Solex Carburetor)
 Fuel System Of Diesel Engine
 Coil Ignition And Magneto Ignition Systems
 Cooling System
 Air Cooling And Water Cooling Systems
 Radiators
 Types Of Coolants
 Thermostat, Temperature Indicator And Water Pump
 Different Properties Of Lubricants
 Splash System, Forced System And (Mist)/Petroil System
 Governing System And Types

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 FUEL SYSTEM (PETROL) Components

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 Types of Fuel System
 Gravity System

 Pressure System

 Vacuum System

 Pump System

 Fuel Injection System

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 Gravity- fuel drops to carburetor by gravity. simple and cheap. Tank
should be always in a higher position
 Pressure- created by engine exhaust or separate air pump. Under this
pressure fuel flows. Chances of pressure leak. Place the tank anywhere
 Vacuum- Engine suction is used to transfer fuel from main tank to sub
tank from their by gravity.
 Pump-Fuel pump used to transfer fuel from tank to float chamber.
Engine driven so placed in engine itself( Mechanical). Electrical pump
also available( place anywhere),Most common system
 Fuel injection - Carburettor is absent and fuel atomised by means of
injector nozzle and then delivered to air stream. Separate injectors for
each cylinder, mechanically or electronically controlled. Most accurate
system.
MTI/ Dept of Mech Engg/anzns
5 01-FEB-2020
 Fuel Tank
 Fuel Tank-Steel or Aluminium( less weight and corrosion
resistant made. Recently synthetic rubber compounds flame
resistant fiber reinforced plastic.
 Usual location-underside luggage compartment at the rear.
 Tank divided into different compartment by means of baffle
plates.
 Hoses are made in the side of tank for fixing fuel gauge
sensor, supply and return lines and filters.
 Drain plug at the bottom. Cap over the fuel filter tube is
vented to atmosphere

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 Air Filter

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  Clear out the impurities like dust in the air( causes rapid
wear 0f engine parts and contaminate lubricating oil)

 Other functions
 Act as silencer for carburation system
 Flame arrester if engine backfires

 Types
 Heavy duty
 Light Duty

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 Fuel Filter
 Most common- fine mesh gauge efficient in large particles, less in
fine)

 Simple and effective device- Chamois leather (if moistened with

petrol, allow only petrol to pass through it)

 Fuel Gauge- to check the quantity of fuel available in the tank.

Usual type- balancing coil type

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 A C Mechanical Fuel Pump

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 Working of AC Mechanical Fuel Pump
 A mechanical fuel pump is driven by the camshaft, or by a special shaft
driven by the crankshaft. As the shaft turns, a cam passes under a
pivoted lever and forces it up at one end.
 The other end of the lever, which is linked loosely to a
rubber diaphragm forming the floor of a chamber in the pump, goes down
and pulls the diaphragm with it.
 When the lever pulls the diaphragm down, it creates suction that draws
fuel along the fuel pipe into the pump through a one-way valve.
 As the revolving cam turns further, so that it no longer presses on the
lever, the lever is moved back by a return spring, relaxing its pull on the
diaphragm.
 The loosely linked lever does not push the diaphragm up, but there is a
return spring that pushes against it.
 The diaphragm can move up only by expelling petrol from the chamber.
The petrol cannot go back through the first one-way valve, so it goes out
through another one leading to the carburettor.
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 Carburetion
 The process of formation of a combustible fuel-air mixture
by mixing the proper amount of fuel with air before
admission to engine cylinder is called carburetion and the
device which does this job is called a carburetor

 The carburetor is a device used for atomizing and vaporizing

the fuel and mixing it with the air in varying proportions to
suit the changing operating conditions of vehicle engines.

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 SOLEX CARBURETTOR ( SIMPLE)

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 Working of a Carburettor
 Air flows into the top of the carburetor from the car's air intake, passing
through a filter that cleans it of debris.
 When the engine is first started, the choke can be set so it almost blocks the
top of the pipe to reduce the amount of air coming in (increasing the fuel
content of the mixture entering the cylinders).
 In the center of the tube, the air is forced through a narrow kink called a
venturi. This makes it speed up and causes its pressure to drop.
 The drop in air pressure creates suction on the fuel pipe drawing in fuel .
 The throttle is a valve that swivels to open or close the pipe. When the throttle
is open, more air and fuel flows to the cylinders so the engine produces more
power and the car goes faster.
 The mixture of air and fuel flows down into the cylinders.
 Fuel is supplied from a mini-fuel tank called the float-feed chamber.
 As the fuel level falls, a float in the chamber falls and opens a valve at the top.
 When the valve opens, more fuel flows in to replenish the chamber from the
main gas
16 MTI/tank. ThisEngg/anzns
Dept of Mech makes the float rise and close the valve again. 01-FEB-2020
 Fuel Supply System of Diesel Engine
 Fuel supply system is a separate system used to deliver diesel
at correct time in correct quantity, to a diesel engine
(or C.I engine), for smooth and efficient operation.

 The operation of a diesel engine is different from that of a

petrol engine. In a petrol engine, air-fuel mixture is supplied
by a carburettor to the engine, at the beginning of the suction
stroke. But in a diesel engine, fuel (without air) is supplied at
the end of the compression stroke, by means of a fuel supply
system

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 Functions
 Storing of fuel

 Filtering

 Delivery of fuel to injection pump

 Injecting the fuel into engine cylinders

 Controlling the engine speed

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  Fuel supply system in diesel engine is made of the following
components:
 Diesel tank or reservoir
 Low pressure pump
 Filter
 Fuel injection pump
 Fuel injectors

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  Diesel tank or reservoir:
Whenever you supply fuel to a diesel engine vehicle, it is stored in the diesel
tank. Diesel tank temporarily stores diesel that is to be supplied to the engine.

 Low pressure pump:

It pumps the diesel at a low pressure to the fuel injection pump through a
filter.
 Filter:
Before diesel is supplied to an engine, it must be filtered to remove any
unwanted impurities. Filter is used for this purpose.
 Fuel injection pump:
This is the most important component of the fuel injection system. Fuel
injection pump pressurizes the fuel to the required level and injects it correctly at the
end of the compression stroke, during each cycle of operation of the engine.

 Fuel injectors:
Injectors are devices used to inject the fuel to the cylinder. In diesel engine,
when fuel is injected, it is automatically atomized.

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 Fuel Injection Pump

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 Working
 The fuel injection pump serves the supply of metered quantity of fuel into
engine cylinder. It comprises plunger reciprocating in a barrel. Barrel is a
cylindrical one with two diametrically opposite ports, one is inlet and other
spill port. Fuel injection pump is connected to fuel injector through delivery
valve which opens under fuel pressure against the spring action. The plunger
is turned by means of control sleeve which is driven by rack and teethed
segment.
 As the plunger moves up, it closes the inlet port and spill port of the barrel
and pressurise the fuel in the barrel. The fuel pressure increases causing
delivery valve to open and allow the fuel to enter into the fuel injector at
high pressure. With further rise of the plunger, at a certain moment, the spill
port is connected to the edge of helical groove. As soon as spill port
uncovers, the fuel passes through the vertical groove and annular helical
groove to the spill port, thus reducing the pressure of the fuel above the
plunger. As result the delivery valve is closed by the spring action. The
quantity of fuel delivered is controlled by the turning of the plunger.
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 Types
 Types of solid fuel injection systems

 Common rail fuel injection

 Individual pump fuel injection

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 CRDI

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 Common Rail Fuel Injection

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 Common Rail Fuel Injection
 Single injection pump with injector is called unit injector
 Operated by cam and springs
 Link is connected with common rail and unit injectors.

Working
 Fuel is taken from tank and is supplied to low pressure pump
through a filter and a relief valve and is fed to common rail.
Fuel is given to each cylinder from this common rail. Excess
fuel will be returned back to tank through relief valve

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 Individual Pump FI

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 Individual Pump FI

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  Fuel is taken from tank by feed pump which is operated by
injection pump camshaft
 Can be done by hand priming also
 Then it passes through filter and then to a fuel injection pump
 The fuel injection pump injects definite quantity of fuel into
individual cylinders in turn according to the firing order
through injectors fitted on it.
 FIP is powered by engine camshaft and is driven at half the
engine speed

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 Battery Ignition System

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 Construction
 Most of the modern spark-ignition engines use battery ignition system.
The essential components of battery ignition system are a battery, ignition
switch, ballast resistor, ignition coil, breaker points, condenser, capacitor
distributor and spark plugs.
 The breaker points, condenser, distributor rotor and the spark advance
mechanisms are usually housed in the ignition distribution. The breaker
points are actuated by a shaft driven at half engine speed for a four stroke
cycle engine. The distributor rotor is directly connected to the same shaft.
 The system has a primary circuit of low-voltage current and a secondary
circuit for the high-voltage circuit.
 The primary circuit consists of the battery, ammeter, ignition switch,
primary coil winding and breaker points. The primary coil winding usually
has approximately 240 turns of relatively heavy copper wire wound around
the soft iron core of ignition coil.
 The secondary circuit contains the secondary coil windings, distributor,
spark plug leads and the spark plug. The secondary windings consists of about
21000 turns of small, well insulate copper wire.
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 Working
 When the ignition switch is closed, the primary winding of the coil is
connected to the positive terminal, and current flow through it known as
primary current.
 The current flows form primary coil produces a magnetic field which
induces an EMF in secondary coil.
 The cam regulate the contact breaker. Whenever the breaker open, current
flows into condenser, which charged the condenser.
 As the condenser become charger the primary current falls and the
magnetic field collapses. This will induces a much higher voltage in
condenser.
 Now the condenser discharge into the battery which reverse the direction of
both primary current and magnetic field. This will induce a very high EMF
in secondary winding.
 Now this high voltage EMF produce spark at correct spark plug through
distributor.
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 Magneto Ignition System

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 Working
 When engine in the system starts it help magneto to rotate and thereby
producing the energy in the form of high voltage.
 The one end of the magneto is grounded through contact breaker and
ignition capacitor is connected to it parallel.
 The contact breaker is regulated by the cam and when the breaker is open,
current flows through the condenser and charges it.
 As the condenser is acting like a charger now, the primary current flow is
reduced thereby reducing the overall magnetic field generated in the
system. This increases the voltage in the condenser.
 This increased high voltage in the condenser will act as an EMF thereby
producing the spark at the right spark plug through the distributor.
 At the initial stage, the speed of the engine is low and hence the voltage
generated by the magneto is low but as the rotating speed of the engine
increases, it also increases the voltage generated by the magneto and flow of
the current is also increased. To kick start the engine, we can use an external
source such as the battery to avoid the slow start of the engine.
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 Battery vs Magneto

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 Cooling System
removes excess heat to keep the inside of the engine at an
efficient temperature

 Air Cooling
 Liquid Cooling
 Water cooling Cooling

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 Need for cooling system

The cooling system has four primary functions. These functions

are as follows:

1. Remove excess heat from the engine.

2. Maintain a constant engine operating temperature.
3. Increase the temperature of a cold engine as quickly as
possible.
4. Provide a means for heater operation (warming the
passenger compartment)

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 Advantages of Air Cooling
 The design of engines becomes simpler because no water jackets are
required in this system.
 The cylinder can have identical dimensions and be individually
detachable and therefor cheaper to renew in case of accident.
 No danger of coolant leakage.
 Minimum maintenance problem because absence of cooling pipes and
radiator.
 The engine is not subject to freezing trouble.
 The weight of the air-cooled engine is less than that of water-cooled
engine.
 Power to weight ratio is improved in this system.
 The engine is rather a self-contained unit as it requires no external
components like radiator, header, tank etc.
 Installation of air-cooled engines is very easy.

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 Air-Cooled System :
 The simplest type of cooling is the air-cooled, or direct, method
in which the heat is drawn off by moving air in direct contact
with the engine Several fundamental principles of cooling are
embodied in this type of engine cooling.
The rate of the cooling is dependent upon the following:
 1. The area exposed to the cooling medium.
 2. The heat conductivity of the metal used & the volume of the
metal or its size in cross section .
 3. The amount of air flowing over the heated surfaces.
 4. The difference in temperature between the exposed metal
surfaces and the cooling air.

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 Liquid Cooling System

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 Liquid-cooled system;
 Nearly all multi cylinder engines use a liquid-cooled system. Any
liquid used in this type of system is called a COOLANT.

 A simple liquid-cooled system consists of a radiator, coolant

pump, piping, fan, thermostat, and a system of water
jackets and passages in the cylinder head and block through
which the coolant circulates.

 Some vehicles are equipped with a coolant distribution tube inside

the cooling passages that directs additional coolant to the points
where temperatures are highest.

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 Water Jackets:
 Water Jackets Surrounds the cylinders with water passage. Absorbs heat
from the cylinder wall. Pump move water to radiator where heat is
exchanged to the air.
Coolant Flow:
 Coolant flows through the water jackets where it absorbs heat. It then
flows through the radiator where heat is transferred to the air passing
through. The amount of flow is determined by the water pump. The flow
direction is controlled by the thermostat.
Warm Engine:
 The thermostat opens when the engine warms up. This allows coolant to
circulate through the radiator and the water jackets.
Cold Engine:
 When an engine is cold, the thermostat is cold. Coolant flow is through
the bypass hose and the water jackets. This allows the engine to warm up
evenly.
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 Radiator
 A component of the engine cooling system, which is infact a heat
exchanger. Its function is to dissipater the engine heat from the
coolant to the atmosphere.
 Consist of upper tank, core, lower tank, overflow pipe
 The heated coolant from engine enter to upper tank and flows down
through tube where heat is exchanged with the flowing air and
relatively cooler fluid is available fro circulation in the lower tank for
next cycle of cooling. In some radiators, air is passéd through tubes
and coolant moving beside it
 Copper and yellow brass are used for making radiators which have
high thermal conductivity and adequate strength. Aluminium is also
used . Thin sheets od .1 to .3mm thickness are used
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 Types of coolants
Coolant :
 Coolant Water (Boiling Point 100° C)
 Glycerin (Boiling Point 290 ° C)
 Ethylene glycol (Boiling Point 197 ° C)
 Antifreeze (methyl alcohol, ethyl alcohol )

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 Thermostat
 Mechanism for optimum cooling of engine (overcooling
reduce engine efficiency)
 It helps engine to reach the operating temperature as early as
possible.

Types

1. Bellow or aneroid
2. Wax or hydrostatic

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 Bellow Type
A volatile fluid like
acetone/alcohol/ether
is filled in the bellows.
Whem temp is low, it
remain liquid and valve
is placed in its seat.
When temp increases ,
liquid changes to vapour
and exerts pressure
which lifts the value and
allow the coolant to
circulate in the system

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 Wax Type
Copper loaded wax
having high
coeffiicient of
volumetric thermal
expansion is used. As
heat increases , wax
expands and pushes
the plunger which
opens the valve

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 Water Pump
 Coolant pump is used to circulate the coolant in the system.
 Is driven from crankshaft through V belts.
 Centrifugal Type is Used.
 Coolant from radiator enters into the eye of the impeller.
 The coolant is rotated according to pump speed which is
depending upon engine speed

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 Water/ Coolant Pump

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 Lubrication
 Lubrication is the process or technique of using a lubricant to
reduce friction and/or wear in a contact between two surfaces.
The study of lubrication is a discipline in the field of tribology.
 Objective
1. Reduce friction between moving parts to reduce power loss
2. To reduce wear and tear

 Secondary Objective
1. Cooling Effect
2. Cushioning Effect
3. Cleaning Action
4. Sealing Action
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 Properties of Lubricants
 Viscosity ( resistance to flow) – VI of 100-110
Viscosity Index (VI)- indication of change of viscosity with
temperature. High VI- Power loss, Low VI-less lubrication

 Physical Stability – no change in properties under high

temperature

 Chemical Stability – no chemical reactions ( no oxide formation)

 Resistance against Corrosion – should not react with metal

components and corrode
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 Properties of Lubricants
 Pour point (minimum temperature at which oil will flow)-
should be less than lowest temp in the engine

 Flash point( minimum temp at oil flashes to vapour)- should

be high to avoid flashing at engine temps

 Cleanliness- should be clean and stable itself

 Resistance against extreme Pressure- to perfome well at

extreme pressure in bearings etc

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 Splash System

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 Splash System
 Cheapest method of lubrication.(used in early motorcycles)

 A scoop in the lowest part of the connecting rod. Oil is

stored in the trough

 As engine runs, and connecting rod reaches bottom dead

center the scoop carries the oil from trough and splashes it to
the engine components like cyclinder walls, gudgeon pin,
main crankshaft, big end bearings etc. Thus lubrication
happens.

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 Forced System

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 Pressure/Forced System
 Used universally in all modern vehicles
 Oil pump takes the oil from the wet sump through strainer and
deliver to a gallery at a pressure of 200 to 400kPa.Oil pressure is
controlled by relief valve , situated in the filter unit
 From main gallery oil will be circulating through all the drilled
passages in the cylinder block and all the bearings. Holes are drilled in
all the main components for effective circulation of lubricants.
Splashing of lubricants are done in a minor level. Excess oil after
lubrication will fall back to sump
 When oil pressure is below the specified (.3bar), an indication will be
shown in dashboard and driver is allerted
 Oil gets heated during circulation. The heat is released to sump after
circulation. In heavy duty engines, extra oil coolers are implemented
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 Petroil System
 Used in two stroke. Simplest system of lubrication
 Certain amount of lubricating oil is mixed with petrol itself (about 2
– 3 %)
 Petrol – oil mixture enters the cylinder during running , petrol gets
evaporated and combusted due to high temperature leaving a thin
film oil in the cylinder walls, crank case, crankshaft and bearings etc.
 Oil must mix with petrol and burn without any residues
 If oil is less, there is a chance of insufficient lubrication causing
engine damage.
 If there is excess oil, there will be more carbon deposits in cylinder
head and give dark smoke
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 Governing Methods
 Hit and Miss method of governing:
In this method, the supply of fuel is stopped for one or more cycles when the speed of
engine increases. Once the supply is cut off, engine performs idle cycles which will reduce the
engine speed. It is simple, but the large fluctuation of speed takes place in the idle cycle which
needs a heavy flywheel. This method is suitable for small gas or oil engines.
 Quality governing:
This method is employed for high speed diesel engines (CI engines). In this method
the quality of fuel supplied is varied by altering the air fuel ratio. For quality governing the
amount of air drawn into cylinder is constant, but the supply of fuel varies. Thus the quality of
the mixture is varied.
 Quantity Governing:
This method is employed in spark ignition engines. In this method, the quality of fuel
is not altered but the quantity of mixture supplied to the engine varied by regulating the throttle
valve.
 Combined method:
It is the combination of the quality and quantity governing methods. The disadvantages
in each of the governing method can be eliminated in the combined method.

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 Module 2
(Transmission system in Automobiles)
 working of the transmission system and its components in Automobiles
 the functions and list the requirements of a good clutch
 single plate and multiple clutches, centrifugal clutch and fluid coupling.
 the functions of gear box
 sliding mesh, constant mesh and Synchromesh gearbox.
 the working principle of a Epicyclic gear box, and overdrive.
 propeller shaft, universal joint,
 CV joint and final drive
 differential.
 stub axle and wheel mountings
 the types of live rear axle
 semi floating rear axle, three quarter floating axle and full floating axle.

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 Transmission System

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 Transmission System
 Whole mechanism that transmit power from engine flywheel to
road wheels
 Suitable variation of engine torque and speed
 Consist of
1. Clutch
2. Gear Box
3. Propeller Shaft
4. Universal Joints
5. Bevel Pinion and Crown wheel
6. Differential
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 Functions
 Disconnect engine from road wheel when needed

 Connect engine to the driving wheel without shocks

 To vary the leverage between the engine and driving wheels

 To reduce the engine speed permanently in a fixed ratio

 To turn the drive through right angle

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 Components
 Clutch
Enable driver to disconnect the drive from road wheels
instantaneously and to engage drive from engine to road wheels
gradually

 Gear Box
Provide necessary leverage variation between engine and wheels (
torque and speed)

 Propeller shaft
Transmit the power to rear and front wheels without any loss
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 Components
 Universal Joints
For the relative movement between the engine and roadw heels due
to flexing of springs or road unevenness

 Bevel Pinion and Crown Wheel

Turn the drive through 90 and permanent speed reduction

 Differential
Curve ( different wheel should turn at different speeds while taking
a curve )

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 Clutches
 Mechanism which enables the rotary motion of one shaft to be
transmitted to the second shaft when desired, the axis of which
coincides with the first.

Types

 Friction Clutch

 Fluid Flywheel

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 Functions/Requirements
1. Torque Transmission
2. Gradual Engagement
3. Heat Dissipation
4. Dynamic Balancing
5. Vibration Damping
6. Size ( small)
7. Inertia
8. Clutch free pedal play
9. Ease of Operation

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 Single Plate Clutch

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 Working of Single Plate Clutch
When the clutch pedal is pressed, the pressure plate moves back
against the force of the springs and the clutch plate becomes free
between the flywheel and the pressure plate. Thus, the flywheel
remains rotating as long as the engine is running and the clutch
shaft speed reduces slowly and finally it stops rotating. So as soon as
the clutch pedal is pressed, the clutch is said to be disengaged,
otherwise it remains engaged due to the spring forces.

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 Pros and Cons
Advantage Disadvantage

 Gear Changing is easier  Spring are more stiff and

and pedal movement is less needs greater force for the
 Doesn’t have binding of driver to apply clutch
clutch as that of cone
clutch

74 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Multiplate Clutch

75 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Working
 Extension of single plate clutch ( no of friction and metal
plates)
 Frictional surface increased, more torque transmission, less
space ( smaller diameter)
 Heavy Transport Vehicles and racing cars
 Bikes and scooters( space is less)
 One set of plate is attached to flywheel and other set attached
to splines of pressure plate hub

76 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Centrifugal Clutch

77 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Working
 Centrifugal force is used to apply the pressure for keeping the clutch
in engaged position
 No separate clutch pedal( depending upon the engine speed)
 Freely start and stop the engine
 As engine speed increases , weight A flies away , actuating bell crank
lever B, which presses the plate C to spring E, the force is
transferred to plate D through this E, this plate D have friction
lining which presses against Flywheel thus engaging happens.
 As speed decreases , vice versa happens

78 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Centrifugal ( Spring Type)

79 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

80 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 As the engine rotates, the inside assembly of the centrifugal clutch
starts rotating but drum remains stationary and no power is
transmitted. At lower speed, the centrifugal force produced is not
sufficient to overcome the spring force. So the clutch remains
disengaged. But as the speed increases, the centrifugal force also
increases and now the centrifugal force becomes greater than the
spring force.
 As the centrifugal force becomes greater that the spring force, this
allows the sliding shoes to move outward against the spring and get
engaged with the inner surface of the drum.
 The drum starts rotating and transfer the rotating power from the
engine to the driven shaft of the transmission.
 When the load on the engine increases, its speed decreases and
disengages the clutch.

81 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Fluid Coupling/Flywheel

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 Fluid Flywheel

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 Fluid Flywheel/Coupling
 Hydraulic coupling is a hydrodynamic device which is used to transfer
rotational power from one shaft to another by the use of transmission
fluid.
 It is used in automotive transmission system, marine propulsion system
and in industries for power transmission.
 It is used as an alternative for the mechanical clutch.
Parts of Fluid Flywheel
 Housing: It is also known as the shell. It has oil-tight seal around the
drive shaft. It also protects the impeller and turbine from outside
damage.
 Impeller or pump: It is a turbine which is connected to the input
shaft and called as impeller. It is also known as pump because it acts as a
centrifugal pump.
 Turbine: It is connected to the output shaft to which the rotational
power is to be transmitted.
84 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Working
 As the prime mover moves, it rotates the impeller of the coupling. The
impeller acts as a centrifugal pump and throws the fluid outward and
directs it towards the turbine blade.
 As the high moving fluid strikes the turbine blades, it also starts rotating,
after striking on the blades, the direction of the fluid is changed and it is
directed towards the impeller again. The blades of turbine are designed in
such a way that it can easily change the direction of the fluid. It is the
changing of direction of the fluid that makes the turbine to rotate.
 As the impeller speed increases, the speed of the turbine also increases.
After sometime the speed of both impeller and turbine becomes equal. In
this way power is transmitted from one shaft to another by the use of fluid
coupling.
 In same way torque converter works but the difference is that it has stator
placed in between impeller and turbine for torque multiplication.

85 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Gear box (Functions)
 Vary the torque and speed. It does this by changing the gear
ratio between the engine crankshaft and vehicle drive wheels.

 reverse so that vehicle can move backward.

 Be shifted into neutral (stopping vehicle without engine stop)

 One more function is to increase the rpm of the main shaft of

gear box in 5th gear more the engine's rpm and the ratio for
5th gear is 0.8:1.

86 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Sliding Mesh Gearbox

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 Working
 Simplest type of gearbox
 Clutch gear always mesh with layshaft
 All the gears in the lay shaft will be running as soon as engine is
running and clutch engaged
 Main shaft will be moving towards right or left according to the
shifting of gear knob
 3 direct and 1 reverse can be attained on suitably moving the
main shaft

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89 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Constant Mesh Gearbox

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91 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Working
 All or most of the gears are always in mesh with one another
 In a constant-mesh manual gearbox, Gear ratios are selected by small
dog Clutches that connect the various gear sets to their shafts so that
power is transmitted through them.
 Constant gear mesh gearbox employed helical gears for power
transmission. The gears are rigidly fixed in the lay shaft. The gears in
output shaft rotates freely without engaging with shaft, thus not
transmitting power.
 To engage the gears with output shaft dog clutch is used. the dog
clutch is shifted by the selector fork moved by gear lever. To provide
reverse gearing a idler gear is used.
 When the gear lever is pushed, the gear selector fork pushes the dog
clutch. The dog clutch engages the gear and the output shaft, thus
power from lay shaft now transmitted to output shaft.
92 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Advantages
 As all gears are in mesh, we can use helical gears than straight
spur ( quieter running)
 Wearing of dog clutch reduced as all the teeth are engaged in
meshing

Diasadvantage
 Double declutching needed
For meshing of dog, mainshaft spped should be equal to that of
dog, its done by clutch disengaged and brought to neutral,
either increase or decrease speed then clutch disengaged and
shifting of gears done
93 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Synchromesh Gearbox

94 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  In the above figure is the engine shaft, Gears B, C, D, E are free on
the main shaft and are always in mesh with corresponding gears in
the lay shaft. Thus all the gears on main shaft as well as on lay shaft
continue to rotate so long as shaft A is rotating. Menders F1 and F2
are free to slide on splines on the main shaft. G1 and G2 are ring
shaped members having internal teeth fit onto the external teeth
members F1 and F2 respectively. K1 and K2 are dog teeth on B and
D respectively and these also fit onto the teeth of G1 and G2. S1and
S2 are the forks. T1and T2 are the ball supported by springs. These
tend to prevent the sliding of members G1 (G2) on F1
(F2).however, when the force applied in G1 (G2) through fork S1
(S2) exceeds a certain value, the balls are overcome and member G1
(G2) slides over F1 (F2). There are usually six of these balls
symmetrically placed circumferentially in one synchromesh device.
M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces.
95 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
  The working of the gear box is as follows .for direct gear, member G1
and hence member F1 (through spring –loaded balls) is slid towards left
till comes M1 and M2 rub and friction makes their speed equal. Further
pushing the member G1 to left causes it to override the balls and get
engaged with dogs K1. Now the drive to the main shaft is direct from B
via F1 and the splines. We have to give sufficient time for synchronization
of speeds, otherwise clash may result.

 For the second gear the members F1 and G1 are slid to the right so that
finally the internal teeth on G1 are engaged with L1.then the drive to
main shaft will be from B via U1, U2, C, F1 and splines.
 For first gear, G2 and F2 are moved towards right. In this case the drive
will be from B via U1, U3, D, F2 and splines to the main shaft.
 For reverse, G2 and F2 are slid towards right. In this case the drive will
be from B via, U1, U4, U5, D, F2 are splines to the main shaft.

96 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Epicyclic Gearbox

97 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 EPICYCLIC GEARBOX
 Consist of 3 or 4 planetary gears with a carrier, sun gear,
ring(annular gear/internal)

 Different torque ratios are obtained by making anyone of the

member stationary

 Similarly solid drive and direct gears are obtained by locking

the other two gears

98 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

99 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Overdrive

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 Overdrive
 Device to Step up the gear ratio in the car. fitted between the
transmission and propeller shaft.
 High cruising speed with less engine speed
 Less wear of parts and decreased vibration and noise. Low
consumption of fuel
 Fitted in top gears. All the gears doubled with the help of
overdrive.( with 3 top gears,we get & torque ratios)
 Operated manually or automatically
 Epicyclic gear train with sun gear free to rotate on input
shaft, Carrier can move on the spline and output shaft is
connected to ring

101 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Working
 When sun gear is locked with the casing, speed of output
shaft is increased ( overdrive engaged ).

 When sun is locked to carrier or ring, solid drive is

obtained

 Depending upon the locking of sun gear with casing or

carrier , overdrive or normal drive is obtained.

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 Propeller Shaft

103 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  Shaft which transmit drive from transmission to the bevel pinion or the
worm of final drive or from the transfer box to boll front and rear axle
of all wheel drive

 3 Parts
 Shaft :- mainly to withstand torsional loads
o Tubular in cross section
o Well balanced to avoid whirling at high speeds
o Steel or aluminium or composite material
 Universal Joints :- 1 or 2 joints
o Account for up and down movement of rear axles,during
running
o Modern vehicles have cardon shaft with intermediate bearings
for good crash features( energy absorption)

 Slip Joints:- 1 number

o To adjust the length of the propeller shaft when demanded
104 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Universal Joint

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106 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
  Type of connection between two shafts whose axes are inclined to
each other
 Most simple type is hook joint
 Reasonably efficient at small angles up to 18 degrees because of
simple and compact structure
 The axes of shaft A and B are intersecting. Both contain two yokes.
A cross C contain 4 arms .the two opposite arms are supported in
bushes in the yoke of shaft A and B .
 Both shaft has two different axis of rotation. But power is
transmitted through hook joint
 Uses needle roller bearing to support the cross in the yoke
 Cross contain retaining ring bearing cap, round plastic washer, flat
plastic washer etc
107 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Final Drive

108 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  Permanent speed reduction and to turn the drive by 90 degrees
 Reduction is 4:1( cars) and 10 :1 ( heavy vehicles)
 Double speed reduction( 2stages) is used for higher ratio and to
reduce the gear size

 Consist of bevel pinion and a crown wheel or worm and wheel

arrangements
 Bevel is mounted on the shaft ( which is connected to propeller shaft
through universal joints) and crown whhel attached to differential

 Three types :- Straight bevel

• Spiral bevel
• Hypoid
109 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
110 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
111 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
  Straight Bevel :-Simplest and cheapest
One pair of teeth in mesh so uneven transmission,
Noisy and high Frictional wears

 Spiral :- Helical teeth, greater contact, silent running and stronger

 Hypoid :- Widely used

Employed to connect the shaft at right angles to each
other , but not lying in the same plane
The pinion shaft is place below the axis of crown
wheel. This permits a lower position of propeller shaft and low
chassis height
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 Differential

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114 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
115 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
  Taking a turn,outer wheel of the vehicle should travel
more distance compared to inner.
 If there is solid drive then there is a tendency to skid
 The mechanism which helps to avoid this situation is
called differential
 In non driving wheel, both wheels are independent
 The crown is attached to the cage which carries the
spider
 Two sun gears are meshing with 4 planetary gears.
 Axle half shafts are splined to each wheel
 Crown rotates freely over the sun gear
116 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
  When moving straight, cage and inner gears rotate as a single unit.
There is no relative motion between the differential gears

 If cage is stationary, both sun gears will rotate in opposite

directions

 Movement of one sun gear will cause the other sun to rotate in
opposite direction with same speed.

 So to one side the in effect speed will be the total speed + the
speed of sun gear ( N+n) and in other side speed will be total
speed – speed of the sun ( N-n)

 Ref:-https://www.youtube.com/watch?v=SOgoejxzF8c
117 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Stub Axles
Stub axles are connected to the front axle by king pins. Front
wheels are mounted on stub axles arrangement for steering. Stub
axle turns on king pins. King pins is fitted in the front axle beam eye
and is located and locked there by a taper cotter pin.

Stub axles are of four types:

 Elliot
 Reversed Elliot
 Lamoine
 Reversed Lamoine

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119 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Stub Axle

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 Rear Axle

121 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  Drive move in the direction as shown below
 Propeller Shaft Pinion Shaft/Bevel Crown
 All these are supported in the bearings of the axle casing
 caps are fixed at the end of half shafts which restrict the
movement of wheels in axial direction
 Wheels are also mounted on the bearings of the axle casing
 Weight of the body and load is transmitted through springs to
the axle
 Various forces acting in axle are
 Weight of the body
 Driving Thrust
 Torque Reaction

122 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Functions ( Forces which has to withstand)
 Shearing force due to vehicle weight

 Bending moment on account vehicle load through spring and

road wheels

 End thrust ( cornering)

 Bending moment due to end thrust ( tyres on ground)

 Driving Torque

123 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Semi Floating axle

124 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wheel hub directly connected to the axle shaft
 The inner end of the axle shaft is splined and is supported bt the final
drive unit and the outer is supported by a single bearing inside the
axle casing
 All loads are taken by the axle shaft
 Vehicle load is transferred to half shafts through casing and bearing
 Tendency of shearing at point A
 Simplest and cheapest
 To support all loads , larger diameter needed for same torque
compared to other

125 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Full floating

126 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  Robust one and used for heavy vehicles
 Shafts have flanges at outer end which are connected to
flanged sleeves by means of bolts
 Two taper roller bearing supporting the axle casing in the
hub, takes the side loads axle shaft only the driving torque
Weight is carried by the wheels and the axle casing
 As weight is not in axle shaft, removal of axle shaft does not
affect wheels
 Shafts can be taken out without jacking up of vehicles. Even
an be towed with broken half shaft
 Costliest

127 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Three quarter floating

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  Compromise between the above two
 Bearing located between the axle casing and the hub
 Shafts do not have to withstand any shearing or
bending action due to weight of the vehicle( taken up
by axle casing through hub and the bearing)
 Shaft takes up the end loads and the driving torque
 Popular in cars and light commercial vehicles in
earlier days
 Now cheaper and simple semi floating preferred than
this type
129 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Module 3
 the function of suspension system and its advantages.
 rear suspension – Independent, leaf spring, spring shackle & shock absorbers.
 the types of steering gears – worm and worm sector, rack and pinion and re-circulating ball
steering gear
 steering geometry – camber, caster, king pin inclination, toe in and toe out
 Dynamics of vehicle - yawing, pitching, rolling, bouncing
 different types of Wheels and Tyres
 different types of wheels – spoked wheels, disc wheels and cast wheels
 Distinguish wheel size and tyre size
 tube-less tyres and tubed tyres.
 tyre material
 inflation pressure and tyre wear.
 the different brake systems in Automobiles.
 mechanical and hydraulic brake system
 dual brake system
 the functions of a master cylinder, brake shoes and brake lining.
 leading and trailing of brake. Explain bleeding of brakes
130 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 disc brake and pneumatic brake system.
 Suspension System
 All the parts which perform the function of isolating the
automobile from road shocks are collectively called
Suspension System

 Objectives
1. To prevent the road shocks from being transmitted to
vehicle components
2. To safeguard the occupants from road shocks
3. To preserve the stability of vehicle in pitching or rolling ,
while in motion

131 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  It mainly consist of a spring and a damper( shock absorber )

 The energy of road shock causes the spring to vibrate. The

vibrations are restricted to a reasonable level by the damper which
is called as Shock Absorber.

 Function :- Springs and Damper is placed in between the wheel

and body/chassis. When the vehicles moves through a bump or
pit, it raises or lowers, which deflects the spring and energy is
stored in it. Due to elasticity , the spring starts to vibrate and
dissipate the stored energy. Amplitude of vibration decrease
gradually on account of internal friction, till it die out

132 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Independent Suspension
 Wheels are held in position with springs and damper with
axle independent to both side. So the tilting in one side does
not affect the other side. If not, axle will not be horizontal
and sliding to one side.
 Types
1. Wishbone
2. Mac Pherson
3. Vertical Guide
4. Trailing Link
5. Swinging Half Axle

133 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wishbone

134 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wishbone type
 Upper and lower wishbone arms pivoted to the frame members
 Also known as A arms due to its similarity of construction to
alphabetic letter ― A‖
 Spring placed in between the lower wishbone and the cross
member
 Vehicle weight cross member coil spring lower
wishbone.
 Shock absorber placed inside the coil spring, attached to lower
wishbone and the cross member.
 Wishbone positions the wheel, helps in load transmission and
resist braking and cornering forces.
 Upper is shorter than lower, helps in constant wheel track and
135 minimizing
MTI/ tyre wear
Dept of Mech Engg/anzns 01-FEB-2020
 Mac Pherson

136 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Mac Pherson
 Only lower wishbone used
 Strut containing shock absorber, spring carries a
stub axle on which wheel mounted
 Wishbone hinged to cross member , positions the
wheel and resist the accelerating, braking and
cornering forces
 Simpler and lighter
 Commonly used in front wheel drive vehicle
which give maximum room in engine
compartment
137 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Vertical Guide

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 Vertical Guide
 King pin directly attached to cross member of the frame

 Slide up and down corresponding to the motions of the

wheel, by compressing and elongating the springs

 Wheel track and wheel attitude remains unchanged, but it

has a disadvantage of decreased stability

139 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Trailing Link

140 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Trailing Link
 Coil spring attached to trailing link which is attached to the shaft
carrying wheel hub.

 When Wheel up and down, it winds and unwinds the spring

 Torsion spring used instead of coil spring

 System maintain the camber and wheel track constant

 Distance between the front and rear wheel do change.

 Limited use bcz of above said disadvantage

141 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Swinging Half Axle

142 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Swinging Half axle

 Wheels are mounted on half axle, which are

pivoted on their ends to the chassis member at
the middle of the car.

 Disadvantage of this system is that up and down

movement of wheel causes camber angle to vary

143 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Rear Wheel Independent Suspension

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 Rear Wheel Independent Suspension

145 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Rear Wheel Independent Suspension
 When power is given to the rear axle, even though steering is
not given to the rear axle, there is some difficulty in wheel
springing

 This is avoided by rear wheel independent suspension

mechanism

 A & B – universal coupling keeps the wheel vertical

 C- Sliding coupling to keep constant wheel track( avoiding

scrubbing of tyres) , Used in de Dion type of Axle
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 Leaf Springs

147 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Leaf springs are formed by bending. They are made up of long flat
strips of spring steel. A number of strips are placed one above the
other, and held together with the help of centre U bolt and clamps.
Each strip is named as a leaf. The longest leaf extends and consists of
eyes or loops at both ends. These loops or eyes provide facilities to
connect the frame. The other leaves are shorter. The progressive leaf
spring is bent in the form of an elliptical shape. Its curvature and
camber are pre-determined during manufacturing itself. Normally, the
longer leaf is secured to the front hanger by a bolt at one end and by a
spring shackle at the other end. Both hangers are bolted to the frame.

148 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 The spring will get elongated during compression and shortened
during expansion. Any change in length of spring is compensated
by the shackle. Some rebound clips are located at the intermediate
positioning of the spring. These clips are loose enough to permit
the leaves together to slide and tight enough to get closer when the
spring rebounds. The eyes or loops at the ends are provided with
bushings or with some anti-friction material like bronze or rubber.
In this leaf spring arrangement the spring weight is made as light as
possible. The front eye of the leaf spring is attached to the frame.
The rear eye is connected to a spring shackle

149 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Types- Leaf

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 Helper Spring

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 Shock Absorber

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 Shock Absorber
 A springing device is a compromise between flexibility and stiffness
If more stiff, no road shock absorbtion
If more flexibility, high and continuous vibration
 Friction between the leaf springs do the damping but not consistent
due to lack of lubrication.
 Additional damping device= Shock absorber/Damper
 Springs are used for absorbing the shock initially
 Shock absorber damps the vibration of the springs( Damping is the
correct word wrt its function)
 Shock absorber dissipates the energy by vertical movements and
converting it to heat( amplitude and frequency)
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 Shock absorber ( telescopic)

 Shock absorber

 Friction Type( Obsolete)

 Hydraulic Type ( Damping
is proportional to speed 2 )

154 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Telescopic Shock Absorber
 When vehicle jumps over the bumb, Eye E moves up. The
fluid in the space below valve A moves to the upper chamber
opening the valve A and the motion is arrested there

 When vehicle falls in a pit, Eye E moved down. The fluid in

the space above valve A moves to the down chamber ,
opening the valve A. The motion is arrested there and
vibration is damped there

 A & B - valves, Cylinder- C, Tube –D,E and F - eyes ,H –

Gland and J - Head

155 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Steering Gears
 Steering wheel:- This is the control wheel to steer a vehicle by the
driver.
 Steering column:- It is hollow tube. The steering wheel is attached at
its upper end and the steering gear is fitted at the lower end.
 Steering gear:- The function of steering gear as follows.
1. This gives the mechanical advantage and gets drivers effort reduced.
2. The rotary movement of the steering shaft at right angle is converted
into a straight line motion by a drop arm.
 Gear components are enclosed in a steering gear box.
 By turning the steering wheel, motion is transmitted through steering
shaft to the steering gear box. A drop arm which is splined to the
steering gear box, rocking at one end, is connected to the drag link by a
bail joint at the other end. This drag link transmits the motion to the
steering arm and steering knuckle. The track road which is attached to
the steering arm by ball joint turns the other wheel.
156 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Steering Gears

 Worm and Wheel

 Recirculating Ball

 Rack and Pinion

157 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Worm and Wheel

158 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Worm and Wheel

 Movement of steering wheel turns the worm

 Which drives the worm wheel
 It is attached to a drop arm
 According to rotation of steering wheel, drop-arm moves
linearly
 The drop arm is connected to tie rod which moves towards
right or left

159 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Recirculating Ball

160 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Recirculating Ball
 It consist of a worm at the rod of the steering wheel. A nut is
mounted on the worm with two sets of balls in the grooves of the
worm(in between the nut and worm) Balls reduces friction
during motion. Nut has teeth outside which meshes with the
wheel sector. Wheel sector moves drop arm and in turn moves
the tie rod.

 When steering wheel rotates, balls in the grooves will moving up

or down, which moves the nut.

161 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Rack and Pinion

162 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Rack and Pinion
 The rotatory motion of steering wheel is transmitted to
pinion of steering gear through universal joints.

 Pinion is meshed with a rack.

 A rack is a gear portion with infinite radius.

 As rack moves it is attached to the tie rods of stub axle,

which moves it linearly to right or left

163 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Steering Geometry
 Camber
 Castor
 King pin Inclination
 Toe in
 Toe Out

164 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Camber

165 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Camber
 Camber is the angle between the vertical line and the central
line of the tyre when viewed from the front.

 Camber- +ve,when it is outward ( top of the wheel apart

compared to the bottom

 Camber - -Ve, when it is inward.(Vice versa)

 Should not be more than 2 degree bcz it cause uneven wear of

tyre

166 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Castor

167 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Castor
 Caster is the tilt of of king pin center line towards the
vertical.

 Viewed from side ( angle between steering axis and vertical)

 +ve, if the king pin line meets the ground at a point ahead of
vertical wheel center line ( cycle)

 -ve, if the king pin line meets the ground at a point behind
the vertical wheel center line ( trolley)

168 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Toe In/Toe Out

169 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Toe In /out
Toe = Tracking
 Toe in is the amount by
which the front wheels are
closer at the front than the
rear.
 Toe out is the amount by
which the front wheels are
closer at the rear than the
front.

170 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 King Pin Inclination

171 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 King Pin Inclination
 It is the angle between the king pin line and the vertical line
when seen from front

 It is also called steering axis inclination

 It reduce steering effort

 It reduces tyre wear

 varies from 4 to 8 degrees

172 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Dynamics of Vehicle
 Rolling

 Pitching

 Yawing

 Bouncing

173 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Pitching/Rolling/Yawing

174 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Pitching/
Rolling/
Yawing

175 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  PITCH is the rotation of the vehicle fixed between the side
to side axis (on an airplane wingtip to wingtip) also called the
lateral or transverse axis.This movement means the vehicle’s
nose and tail will move up and down as seen below.

 ROLL is the rotation of the vehicle on the front to back axis

(nose to tail) and is also called longitudinal axis.As the name
suggests, a rolling movement up and down of the wings of
the aircraft is achieved as per below.

 YAW is the rotation around the vertical axis and

lies perpendicular to the wings of an aircraft and in the
center line.The yaw motion is a side to side nose movement
of the aircraft as shown below from its center of gravity.
176 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Bouncing
 Bouncing the movement of the full vehicle in the vertical axis
( perpendicular to horizontal planes )

177 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wheels and Tyres
 Wheel
 Spoke
 Disc
 Cast
 Tyre
 Tubed
 Tubeless

178 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wheels
With wheel and tyre we get the cushioning effect and steering
control
Requirements of Automotive wheel
 Strong enough
 Balanced statically and dynamically
 Lightest possible
 Ease to remove and mount
 Less wear with environment and time

179 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Spoke Wheel

180 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Spoke/Wire Wheels
 A central hub is attached to the rim through a number of wire
spokes. Each spoke is individually hooked at one end of the hub and
other end in the hole of the rim , with tapered nut (nipple) to
tighten spoke.
 Spoke carry the weight, transmit the driving and braking torques,
withstand the side forces.
 Spoke cannot take compressive or bending stresses.
 Spokes are connected in crisscross fashion in all planes.
 Hub is provided with internal splines and connected to shaft splines
 Adv:- Light weight, high strength, Better cooling of drum,easy to
change.
 Disadv :- Expensive, Not for tubeless tyre(due to holes)
181 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Disc Wheel

182 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Disc Wheel
 90% use this type. Simple , robust, low cost, easy cleaning
 Two parts – Steel rim( receive the tyre ) and a pressed steel disc
 Both welded. Indicated by J K JJ JK or B
 Well helps in removal and mounting of tyre
 Usually taper angle is 5 to 15 , when inflated wedge fit
 Wheel is fitted to the axle by bolting to a flange to the disc
 Slots provided in the disc for the air to pass through and cool the
tyre and drum.
 Separate cover is provided for disc and hole is provided in the
rim for tube valve.
183 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Cast Wheel

184 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Cast Wheel
 Most modern, made of Aluminium or magnesium alloys
 Forged wheels are preferred for heavier vehicles
 Adv:- Low Weight (50 % of Steel wheels), dissipates heats
faster and run cooler, Wider rims possible( stability in
cornering), maintain close tolerance and better appearance.
Mg alloy withstand vibration and shock absorption.Al alloy –
ease to forge,less prone to corrosion
 Mg – Sports cars , Al – Other types
 Disadv :- Higher cost

185 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wheel Dimension
 W- Width, D – Diameter ( inches or in
millimetrs)
 Wheel code contains
1. Width
2. Rim profile letter
3. Diameter

Eg:- 5.5B-13 means Width 5.5inch,Rim Type B,

Diameter 13inch
186 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Tyre
 Cushion provided with the wheel
 Consist of Outer cover and tube inside
 Mounted over the wheel Rim
 Air sealed inside takes the load and provide cushioning effect

 Functions
1. support the vehicle load
2. Cushion against shocks
3. Transmit driving and braking force
4. Cornering power during smooth steering

187 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Characteristics and Types
1. Non Skidding
2. Uniform wear
3. Load Carrying
4. Cushioning
5. Power Consumption
6. Tyre Noise
7. Balancing

A. Conventional Tubed
B. Tubeless Tyre

188 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Tyre

189 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Conventional Tubed Tyre
 Consist of two main parts :-carcass and thread
 Carcass ,basic structure carrying loads and consist of a
number of plies wound in a fashion from the cords of rayon
or other material.
 Ply rating-relative index of tyre strength and loading capacity
 Attached to 2 rings of high tension steel wires to prevent the
tyre from being thrown out from rim, are called beads
 Thread ( series of ribs and grooves) is the part which contact
with road surface, made of synthetic rubber.
 Ribs provide the traction and grooves provide the clearance
for foreign materials and cooling etc.
 Design of thread depends on the grip , noise, wear etc
190 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Tubed Wheel

191 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Tubeless
Tyre

192 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Tubeless Tyre
 No separate tube, air trapped inside the tyre itself, with non
return valve fitted in the rim.

 Special air retaining layer made up of halogenated butyl

rubber with high heat and weather resistance.

 Beads provide additional air tightening ( bead sit more tightly

in rim than conventional), extra wrapping given for better air
trapping by some companies, therefore high speed
performance and cornering power

193 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Pros and Cons of Tubeless
 Lesser Upspring weight
 Better cooling
 Lesser rolling resistance
 Comfortable Ride
 Slower leakage of air
 Simpler assembly
 Improved Safety

 Expensive
 Special Equipment and tools needed

194 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Carcass Types
 Cross Ply:- Ply cords woven at 30-40 degree angles to tyre axis.2
layers in opposite direction, not woven like cloths, bcz it rub
each other and produce heat.

 Radial Ply:-Run in radial direction,(of tyre axis), a number of

breaker strip ( flexible and inextensible),which makes radialply
very soft ride and directional stability(but no lateral stability)

 Belted Bias :-Combination of above both. Cross ply over which

breaker belts.The belts helps the charcateristics of bias ply(stress
restricted and tread area stabilized). This increase tyre
life,increased traction and safety, resistance to cuts and puntures.
195 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Crossply - Radial

196 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Belted
Bias

197 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Tyre material

Material Percentage
Synthetic Rubber 31
Natural Rubber 18
Bead Wire 4
Carbon Black 24
Chemicals 13
Tyre cord 10

Bead Wire:-bronze plated high tensile steel wire

Carbon Black :-Improve resistance to wear
Chemicals :- Less internal friction, reduced hysterisis
Tyre cord :-rayon,terylene,glass fibre or steel
198 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Tyre Life
 Main Factors
 Inflation
 Vehicle Maintenance
 Manner of driving
 Miscellaneous factors

Inflation pressure is the amount of air pressure that needs to filled

in the tyre for efficient running of the vehicle
Sl No Car Front Rear
1 M800 26psi (180 kPa) 26(180)
2 Fiat 24(160) 26(180)

3 Standard 22(150) 24(160)

4 Ambassador 26(180) 28(190)
199 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Brakes
 Brakes:-Most important control component. Stop the
vehicle in the shortest possible distance, done by
converting kinetic energy into heat energy.
 Braking depends upon the
1. Vehicle Speed
2. Condition of Road Surface
3. Condition of tyre
4. Coefficient of Friction between tyre and road
5. Braking Force applied

200 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Types
 Purpose  Method
1. Service/Primary 1. Mechanical
2. Parking/Secondary 2. Hydraulic
 Location 3. Electric
1. Transmission 4. Vacuum
2. Wheels 5. Air
 Construction
1. Drum  Extra Braking
2. Disc 1. Servo
2. Power

201 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Drum
Brake

202 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Drum Brakes
 Brake drum attached concentric to axle hub. Contains expander,
anchor and brake shoes. Absorbs all the torque and protect the
components from dirt and dust.
 Friction lining is places on brake shoes. One or two retractor springs
to come back to initial position. Brake shoes anchored at 1 point
 When force applied, shoes moves towards the drum and rub on the
surface of the drum, friction occurs and braking happens. Springs help
in releasing the brake. Adjuster is provided for the compensating the
wearing out of linings
 Types :- Fixed Expander, Floating Expander, Floating Anchor,2
Leading shoe, 2 Trailing Shoe
203 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Floating
Anchor

204 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Leading and Trailing Shoes
 The term "leading/trailing" means that only one shoe is "leading", moving
into the rotation of the drum and thus exhibiting a self-servo (or self-
applying) effect.
 The leading shoe is "dragged" into the friction surface of the drum and thus
achieving greater braking force.
 The other shoe is "trailing", moving against the direction of rotation, is
thrown away from the friction surface of the drum and is far less effective.
 An advantage of an SLS brake is that is equally effective whether the vehicle
is travelling forwards or in reverse.
 When the vehicle is moving in reverse, the role of the leading and trailing
shoes is switched. What would be the leading shoe when the vehicle is
travelling forwards becomes the trailing shoe, and vice-versa.
 This type of brakes is generally found only on the rear wheels of cars,
motorcycles
205 MTI/ Dept ofand
Mech front wheel of smaller bikes and scooters.
Engg/anzns 01-FEB-2020
 Leading and Trailing

206 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Disc Brake

207 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 The disc type used in automobile is normally of a caliper type,
consisting of a rotating disc and two friction pads on either side.
The road wheel is connected to the outer surface of the disc
with a splash shield prodding protection for the inner surface.
While fitting the disc brake in the front wheel, the caliper
assembly is secured to the steering knuckle. In the case of the
rear wheel brake, it is connected to the axle housing.
The disc is made of high grade gray cast iron with better wear
resistance property and superfinishing. The friction pads made
up of asbestos, fibre are fixed to a steel backing plate.

208 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  This backing plate provided to take torque reaction during
braking. The friction pads are held in radial position on the
backplate by two retaining pins passing through the holes in
calipers. The friction pads ride freely on either side of the
disc and are positioned by the hydraulic pistons. The two
wheel cylinders in the caliper half is connected by the drilled
passages to the hydraulic brake line. The hydraulic fluid fed in
the line completely. The size of the piston is made equal to
that of the pads to reduce noise during braking. Rubber seals
are provided for dust and moisture protection.

209 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Disc Brake

210 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Mechanical Brakes

211 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Mechanical Brakes
 Now obsolete, used in parking brakes only

 Actuated by mechanical linkages, cams or toggle levers etc

 When brakes applied, expander pushes the arms of the bell

crank lever. This transmits the motion and the left side shoes
moves towards the left and right towards the right and
braking happens

212 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Hydraulic Brake System

213 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Hydraulic Brake System
 Brake system in which hydraulic pressure is applied is called;
―Hydraulic system‖. The hydraulic pressure is applied instead
of a cam as in the mechanical brake, to turn loose end of the
brake shoes.
The main components on the system are:
 1. Master cylinder.
 2. Wheel cylinder

The principle of hydraulic brake system is shown in figure.

214 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  Hydraulic brake system consists of a master cylinder and four
wheel cylinders. The brake fluid flows from the master
cylinder and flows to all the cylinders through pipe lines.
Brake shoes held by springs are provided on all the four
wheels. When the brake pedal is pressed, the piston on the
master cylinder forces out the fluid from the cylinder, and
passes through the cylinder and the pipe lines. When this
fluid enters the wheel cylinders, it pushes the two pistons in
the wheel cylinder and the shoes outwards which in turn pass
against the brake drum.

215 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Master Cylinder

216 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Master Cylinder
 2 Chambers:- Fluid Reservoir and compression chamber.
Reservoir for the storage of fluid. Rubber caps/seals provided for
prevention of leakage. Rubber boot protect it from dust. Fluid
check valve to retain the pressure in the lines. Two ports from
fluid reservoir, bypass and intake port.
 When brake pedal is pressed, push rod moves and the piston
moves it till it cover the bypass port , after that pressure build up
in the chamber and released to the line through fluid check valve.
When brake is released the spring retains back and initial position
is achieved

217 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wheel Cylinder

218 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Wheel Cylinder
 To push the brake shoes on to the drum
 Wheelcyl has pistons,rubber caps,spring, dust covers,cup
spreader etc
 When brakes applied, fluid under pressurefrommasster cyl
enters the inlet portand forces the piston to move outwrdsto
push the shoes to thedrum.When brake released springs
compress back and retains all the components back to the
original position.
 Covers and caps provided for dust prevention and leak
proofing

219 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Bleeding Of Brake

220 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Bleeding of brake
 Some times in the hydraulic brake system air enters through the
joints. Since the air is compressible, high braking pressure is not
transmitted and pedaling action is not effective. So, if any air
trapped in the system, it must be removed .The procedure
adopted to remove the air out of the breaking system is called
Bleeding.
 It is done by connecting bleeding screw to a bottle of brake fluid
and applying brake(pedaling) continuously till all the air
entrapped bubbles out through the brake fluid in the jar. Then
tighten the screw and refill it with brake fluid.

221 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Pneumatic Brakes

222 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Air Brakes

 Air brake can better understand by the layout diagram

as shown in figure. This system mainly consist a
compressor, air filter, reservoir, valves and brake pads.
The compressor takes air from atmosphere through an
filter and compressed it. This compressed air sent to a
reservoir through the unloader valve, which gets lifted
or opened at a predetermined reservoir pressure. This
air supply to brake chambers which is also called the
diaphragm units situated at each wheel, through the
brake valve.
223 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 The brake valve is controlled by the driver who can control the
intensity of braking according to the requirement.
When the driver pushes the brake lever, pressure in the reservoir
decreases which pushes the brakes pad toward types and apply
brakes.
 Advantage of air brake:
 1. Air brake system are much more powerful than the ordinary
mechanical or hydraulic brakes and that is the reason they are
exclusively used in heavy vehicles.
 2. They are easy to install on chassis because it is interconnected
by pipes.

224 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Module 4
 the working of electronic ignition system
 the working of multi point fuel injection system (MPFI) and
common rail direct fuel injection system (CRDI)
 Describe turbo charger and inter cooler
 the working of fully automatic transmission system.
 air suspension system.
 power steering, central locking and power window.
 the working of electronic control module (ECM)
 -Air bag, Anti lock braking system (ABS), Self inflating tyres, roll
over protection system, electronic stability control (ESC),Blind
spot detection and parking aid with ultra sonic sensors
 emissions from automobiles
 pollution control and emission standards
225 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Electronic Ignition System

226 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Electronic Ignition System
 Electronic systems have two circuits: a primary circuit and a secondary
circuit. The entire secondary circuit is the same as in a conventional
ignition system. In addition, the section of the primary circuit from the
battery to the battery terminal at the coil is the same as in a conventional
ignition system.

 Electronic ignition systems differ from conventional ignition systems in

the distributor component area. Instead of a distributor cam, breaker
plate, points, and condenser, an electronic ignition system has an
armature (called by various names such as a trigger wheel, reluctor,
etc.), a pickup coil (stator, sensor, etc.), and an electronic control
module.
MTI/ Dept of Mech Engg/anzns
227 01-FEB-2020
 Essentially, all electronic ignition systems operate in the following
manner: With the ignition switch turned on, primary (battery)
current flows from the battery through the ignition switch to the coil
primary windings. Primary current is turned on and off by the action
of the armature as it revolves past the pickup coil or sensor. As each
tooth of the armature nears the pickup coil, it creates a voltage that
signals the electronic module to turn off the coil primary current. A
timing circuit in the module will turn the current on again after the
coil field has collapsed. When the current is off, however, the
magnetic field built up in the coil is allowed to collapse, which causes
a high voltage in the secondary windings of the coil. It is now
operating on the secondary ignition circuit, which is the same as in a
conventional ignition system.
228 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
229 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 MPFI

230 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 MPFI
 The MPFI is otherwise known as the Multi point fuel injection engine.
The MPFI engine got this name because of the reason that each cylinder
is having a fuel injector installed near them.

 The computerized system of the car consists of a microcontroller. This

microcontroller monitors each fuel injectors and keeps on telling
each injector about the amount of fuel to be injected to the cylinder so
that the fuel wastage can be reduced. Since there is a controlled fuel
usage, the engine is known for its fuel efficiency.

231 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

  Even though the working of MPFI engine is somewhat similar to
the carburetor engine, each cylinder is treated individually. An
input is fed to the computerized system inorder to calculate the
amount of air and fuel is to be mixed and send to the combustion
chamber. A several stages of calculations are to be made in order
to judge the right amount of fuel to be mixed. After this
calculation, the proper fuel is delivered at the proper instance.

232 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Advantages of MPFI engine
 Each cylinder or the air-fuel mixing chamber is supplied with the
precise and uniform quantity of the air-fuel mixture.

 Engine crank is not necessary in cold climatic conditions.

 Good engine response to the throttle applied.

 Accurate supply of the air-fuel mixture.

 ECM technique is used to control the engine.

 High fuel efficiency or mileage.

233 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 CRDI

234 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 CRDI (Common Rail Direct Injection system)
 Common rail direct injection (CRDI) is an advanced fuel injection
system that uses a common rail or tube to inject pressurized fuel
directly into the car engine whilst maintaining constant high pressure.
The pressure in the engine ensure that the fuel breakes into small
particles during injection and evenly mixes with the air, eventually
redusing automotive pollution. When the air and fuel is evenly mixed,
the amount of unburnt fuel is reduced that further reduces the amount
of harmful emissions from the vehicle.

235 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Working:
 In common rail engine system, the high pressure fuel pump stores
a reservoir of fuel at a pressure of at about 29,000 psi in a
common rail. This common rail is actually a tube which branches
off to computer controlled fuel injector valves that comprise a
precision-machined nozzle and a plunger driven by a solenoid
valve. The fuel reservoir then pumps out the fuel to multiple
injectors that are electronically controlled by the engine control
unit. Under the control of an on-board computer, the engine
regulates the fuel quantity and pressure. It also controls the
precise moment when the actual process of fuel injection occures
and also increased the pressure at which fuel is injected. This in
turn results in better fuel atomization and combustion, eventually
leading to lower exhaust emissions, lower fuel consumption, and
increased fuel efficiency.

236 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Super charging & Turbo Charger
 Super charging is the process of increase the pressure of air
by using compressors and it's also called as supercharger. It is
an air compressor thatincreases the pressure or density of air
supplied to an internal combustion engine. This gives each
intake cycle of the engine more oxygen, letting it burn more
fuel and do more work, thus increasing power.
 Common usage restricts the term supercharger to
mechanically driven units; when power is instead provided by
a turbine powered by exhaust gas, a supercharger is known as
a turbocharger or just aturbo - or in the past a turbosupercharge.

237 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Intercoolers
 Intercoolers are utilized to remove the waste heat from the
first stage of two-stage air compressors. Two-stage air
compressors are manufactured because of their inherent
efficiency. The cooling action of the intercooler is principally
responsible for this higher efficiency, bringing it closer to
Carnot efficiency. Removing the heat-of-compression from
the discharge of the first stage has the effect of densifying the
air charge. This, in turn, allows the second stage to produce
more work from its fixed compression ratio.

238 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Automatic Transmission System.

 Ref :-https://www.artofmanliness.com/articles/how-automatic-
239 transmission-works/
MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Automatic Transmission System
 Transmission casing houses all the parts of the transmission. It sort of
looks like a bell, so you’ll often hear it referred to as a ―bell casing.‖ The
transmission casing is typically made of aluminum. Besides protecting all
the moving gears of the transmission, the bell casing on modern cars has
various sensors that track input rotational speed from the engine and
output rotational speed to the rest of the car.

240 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Torque Convertor

241 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Torque Convertor- Parts
1. Impeller-The first part of the torque converter assembly is called the
impeller, also known as the pump. It is filled with fluid and it spins with the
engine crankshaft. The faster it spins, the more force is created as the fluid
flows through it faster and harder.

2. Turbine-The impeller forces the fluid into an assembly of blades

called the turbine. The turbine sits opposite the impeller and rotates as the
fluid from the impeller hits its blades. As the fluid flows through the
turbine, it is repeatedly transferred from the outer section to the inner
section of the turbine, then returned to the impeller. This constant
circulation of fluid from impeller into turbine, then back to impeller,
creates a fluid ―coupling.‖

242 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

3
 Torque Convertor- Parts
3. Stator-The stator reverses the fluid and sends it back to the impeller,
thereby slowing the fluid. As the transmission fluid returns to the impeller
to keep the cycle going is where the torque is created. At this point the
fluid is flowing in a different direction than it was originally as it came out
of the impeller. This is where the stator comes in. The stator is another
series of fins located between the two turbines on the transmission shaft.
Its blades are angled so that when the transmission fluid flows into them, it
reverses direction and gets channeled back to the impeller. When the
vehicle stops, the stator’s one-way ―clutch‖ causes it to stop spinning, which
breaks the hydrodynamic circuit.

243 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Torque Convertor- Working
Acceleration occurs when the driver steps on the accelelator pedal. The
impeller starts rotating faster, and there is a large difference between the
impeller and turbine speed. This creates torque, and the converter
produces torque multiplication, which is necessary for acceleration.
As the vehicle reaches cruising speed, the turbine rotates at about the same
rate as the impeller, and torque buildup stops. At this stage the torque
converter is just a fluid coupling. The automatic transmission uses what is
called a lockup clutch to ―lock‖ the turbine to the impeller. This eliminates
power loss and keeps the car moving smoothly. Because the impeller is
mounted to the torque converter housing, and the converter is connected
to the engine, the impeller gets its power from the engine. The turbine is
connected to the output shaft, which sends power to the transmission.
244 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Epicyclic Gear Box
 A sun gear, The planet gears/pinions and their
carrier, The ring gear.

245 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Brake Bands and Clutches
Brake bands are made of metal lined with organic friction material. The
brake bands can tighten to hold the ring or sun gear stationary or loosen to
let them spin. Whether a brake band tightens or loosens is controlled by a
hydraulic system.

246 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Automatic Transmission System.
 The engine sends power to the torque convertor’s pump.
 The pump sends power to the torque converter’s turbine via
transmission fluid.
 The turbine sends the transmission fluid back to the pump via the stator.
 The stator multiples the power of the transmission fluid, allowing the
pump to send more power back to the turbine. A vortex power rotation
is created inside the torque converter.
 The turbine is connected to a central shaft that connects to the
transmission. As the turbine spins, the shaft spins, sending power to the
first planetary gear set of the transmission.

247 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Automatic Transmission System.
 Depending on which multiple disc clutch or brake band is engaged in the
transmission, the power from the torque converter will either cause
the sun gear, the planetary carrier, or the ring gear of the planetary gear
system to move or stay stationary.
 Depending on which parts of the planetary gear system are moving or
not determines the gear ratio. Whatever planetary gear arrangement you
have (sun gear acting as input, planetary carrier acting as output, ring
gear stationary — see above) will determine the amount of power the
transmission sends to the rest of the drive train.
 This is how an automatic transmission works. There are sensors and
valves that regulate and modify things, but that’s the basic gist of it.

248 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Air Suspension System.

249 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Air Suspension System.
 The layout of an air suspension system as shown in figure. The for air
springs, which may be either the bellows type or the piston type as
discussed above, are mounted on the same position are generraly the
coil springs are mounted. An air compressor takes the atmospheric air
through a filter and compresses it to a pressure of about 240Mpa, at
which pressure the air in the accumulator tank is maintained, which is
also provided with a safety relief valve. This high pressure air goes
through the life control valve and the levelling valves, to the air
springs as shown. The lift control valve is operated manually by means
of a handle on the control panel, through a cable running from the
valve to the handle

250 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Power Steering
 – It is designed to reduce the amount of effort required to turn the steering
wheel.
 – It also reduces the driver fatigue driver fatigue on long drives and makes
it easier to steer the vehicle at low road speeds, particularly while parking .
 – At higher steering efforts are required at higher speeds to provide the
improved down-to-road feel.
Two design arrangements:
• Conventional
– Hydraulic power is used to assist the driver. Some of the variants:
» Integral piston linkage
» Power assisted rack and pinion
» External piston linkage (older version)
• Electronically controlled
– An electrical motor electrical motor and an electronic control electronic
controlMTI/
251 areDeptused toEngg/anzns
of Mech provide the assistance 01-FEB-2020
 Central Locking System
The central locking system is controlled by an electric device called
the central locking control unit that is basically a relay. There are
normally 4 wires that go to each door. Two of the wires connect to
the lock mechanism and tell the central locking control unit whether
the doors are locked or not. The other two wires connect to the
actuator which can either take the form of a motor or an electro
magnet. The central locking control unit connects these wires in one
direction to lock and the opposite direction to unlock the doors.
Most modern cars also have a remote key fob. This send a radio or IR
signal to a detector which then connects to the central locking
control unit to tell the car to lock or unlock. This uses a coded signal
that is unique to that particular key fob.
252 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Power Window.
 With power windows, when one pushes the button up or down, and the
windows move. It all begins with the car battery that sends the power to the
power distribution box, from there the power is directed to the ignition; so
that when the vehicle is turned ON, the windows will be in operation. From
the ignition a wire runs to the fuse box before leading on to the window
switch, this is essential in the case of a fault. The fuse will burn out therefore
preventing any major costly repairs to larger components.
 The majority of power windows work in the same way by having an
automatic down feature on the driver side window.
 The power window motor is a small motor that has an attached worm gear.
This worm gear is a length of metal with a spiral on one end, similar to that of
a screw. The worm is attached to a gear; this circular gear has teeth around
the outside. As the worm turns it moves the gear by linking the teeth inside
the spiral; the gear is then linked to several spur gears.
253 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Power Window.
 Spur gears are used to create gear reductions in machine with motors.
The worm is fixed at a specific angle to the gear, which allows the
worm to run the gear, but prevents the gear from turning the worm.
The motion of the worm and gears create a gear reduction which Gives
enough force to turn or rotate things, this is called torque. There are
supporting bars below each electric window and attached to each bar is
an arm. This arm slides along the bars as the window rises and falls. The
other end of the arm has a plate with teeth that slot into the teeth of the
gears; as the gears turn so does the arm and in turn rises or lowers the
window glass. On the opposite side of the bars is a conter arm that
couneracts the weight of the window, so if the main arm is raised on the
right side of the window the counter arm will be raised on the left,
ensuring that the glass rises and falls evenly and level.
254 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Electronic Control Module (ECM)

255 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Electronic Control Module (ECM)
 An engine control unit (ECU), also commonly called an engine
control module (ECM), is a type of electronic control unit that
controls a series of actuators on an internal combustion engine to ensure
optimal engine performance. It does this by reading values from a
multitude of sensors within the engine bay, interpreting the data using
multidimensional performance maps (called lookup tables), and adjusting
the engine actuators. Before ECUs, air-fuel mixture, ignition timing, and
idle speed were mechanically set and dynamically controlled
by mechanical and pneumatic means.
 If the ECU has control over the fuel lines, then it is referred to as
an electronic engine management system (EEMS). The fuel
injection system has the major role to control the engine's fuel supply.
The whole mechanism of the EEMS is controlled by a stack of sensors
and actuators.

256 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Air Bag
 An airbag is a vehicle occupant restraint system using a bag designed
to inflate extremely rapidly then quickly deflate during a collision. It
consists of the airbag cushion, a flexible fabric bag, inflation module and
impact sensor. The purpose of the airbag is to provide the occupants a
soft cushioning and restraint during a crash event. It can reduce injuries
between the flailing occupant and the interior of the vehicle.
 The airbag provides an energy absorbing surface between the vehicle's
occupants and a steering wheel, instrument panel, as well as the body
pillars, headliner, and windshield. Modern vehicles may contain
multiple airbag modules in various configurations including, driver,
passenger, side curtain, seat-mounted side impact, knee bolster,
inflatable seat-belt, front right and left side sensors and pedestrian
airbag modules.
257 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Anti lock Braking System (ABS)
 ABS prevents the wheels from locking up, thus avoiding uncontrolled
skidding of the vehicle and decreases the distance travelled without
slipping.

 As the name signifies, the anti-lock braking system is a safety system in

cars and other automobiles that keeps their wheels from locking up and
helps their drivers to maintain steering control. Also referred to as anti-
skid braking system sometimes, it enables the wheels of a vehicle to
maintain tractive contact with the ground so that they don’t go into an
uncontrolled skid.

258 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Anti lock Braking System (ABS)
 With ABS, you have more control on your car during situations such as
sudden braking. Basically, it is designed to help the driver maintain
some steering ability and avoid skidding while braking.

 ABS modifies the brake fluid pressure, independent of the amount of

pressure being applied on the brakes, to bring the speed of the wheel
back to the minimum slip level that is mandatory for optimal braking
performance.

259 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Self Inflating Tyres
 SIT uses the energy of the wheel to self-inflate the tire as needed,
keeping the tire always at its optimum pressure level.
 The system integrates a peristaltic tube chamber into the tire wall. The
chamber is kept closed at its lowest point by normal tire deformation
caused by the vehicles weight. As the tire rolls against the road, the
closure moves along the peristaltic tube chamber forcing more air into
the tire with each wheel revolution.
 When a vehicle equipped with SIT tires is put in motion, under-inflated
tires will automatically re-inflate to their optimal operation pressure,
which the system constantly maintains while the tires are in use.

260 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Self Inflating Tyres
 The clever SIT design is extremely simple, consisting only of two new
tire components - the peristaltic tube chamber and an automatic
pressure regulator with interface connecting the tire interior with
outside environment.
 Inflation is activated only when the tire pressure falls below its optimal
level.
 When the optimal tire pressure is reached, the automatic pressure
regulator disables the intake of atmospheric air and activates
continuous internal air circulation between the tire and the peristaltic
chamber. This is important as it takes the load of the system while it is
not required to pump the tire, i.e. when the tire is properly inflated,
which is almost in 100% of the time.
261 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Roll Over Protection System
 A rollover protection system or rollover protection structure (ROPS) is a
system or structure intended to protect equipment operators and motorists from
injuries caused by vehicle overturns or rollovers. Like rollcages and rollbars in cars
and trucks, a ROPS involves bars attached to the frame that maintain a space for the
operator's body in the event of rollover..
 Commonly found on heavy equipment (i.e. tractors), earth-moving machinery
and UTVs used in construction, agriculture and mining, ROPS structures are
defined by various regulatory agencies, including the US Occupational Safety and
Health Administration (OSHA).[1] The regulations include both a strength
requirement as well as an energy absorption requirement of the structure.
Some dump trucks add a protrusion to their boxes that cover the operator's
compartment for ROPS purposes.
 ROPS are commonly fitted to 4x4's, pickup trucks, earth moving equipment, soil
compactors and utes used in the mining industry. Products such as this were
developed out of necessity so employees travelling around or within mine sites were
provided
262 MTI/ with
Dept ofextra protection in the event of a fleet vehicle roll over. 01-FEB-2020
Mech Engg/anzns
 Electronic Stability Control (ESC)
Electronic Stability Control (ESC) helps drivers to avoid crashes by reducing the
danger of skidding, or losing control as a result of over-steering. ESC becomes
active when a driver loses control of their car. It uses computer controlled
technology to apply individual brakes and help bring the car safely back on track,
without the danger of fish-tailing.
Advantages
 Single car crashes by 25%
 Single 4WD crashes by 51%
 Single car crashes in which the driver was injured by 28%
 Single 4WD crashes in which the driver was injured by 66%*
 No other active safety device has such potential to reduce single car crashes. In
2016 41 lives lost on Victorian roads could have been saved if the vehicle
involved was fitted with ESC.***
263 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Electronic Stability Control (ESC)- Working

 ESC works by using a number of intelligent sensors that detect any loss
of control and automatically apply the brake to the relevant wheel,
putting your car back on the intended path.
 ESC is of assistance to the driver in correcting impending oversteering
or understeering;stabilising the car during sudden evasive manoeuvres;
enhancing handling on gravel patches, such as road shoulders; and
improving traction on slippery or icy roads.
 Not all ESC systems are identical. The hardware is similar, but there are
variations in how ESC systems are programmed to respond once loss of
control is detected.
 Naturally, the degree of effectiveness of ESC is dependent upon the
amount of traction between the road and the car. Therefore on a car with
old, worn or inappropriate tyres (eg: non winter tyres on ice and snow),
ESC will be less effective than on a car with new tyres or tyres specific
to a road environmental condition.
264 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Blind Spot Detection

265 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Blind Spot Detection

266 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Blind Spot Detection
 Blind Spot Monitoring (BSM) helps you detect cars in hard-to-see areas,
commonly known as ―blind spots.‖ BSM may also be called Blind Spot
Information Systems, Blind Spot Detection, or Blind Spot Warning. BSM
systems monitor the blind spots on both sides of your car. When a car is
detected, a yellow or red indicator will light up in the side mirror or on
the window frame. Some systems also provide a warning sound. BSM
helps you to avoid crashes that occur in blind spot areas. They are most
effective when your car is passing, being passed, or preparing to make a
lane change.

267 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Blind Spot Detection
 Most Blind Spot Monitoring systems use radar sensors, but some use
cameras. The sensors are usually located under the rear bumper or side
view mirrors. The sensors monitor the areas behind and next to your
car. The detection area covers approximately one lane width on both
sides of your car. It extends from the side view mirrors to
approximately 10 feet beyond the rear bumper. BSM detects cars
entering your blind spots from the side, rear, and front.
 When a car is detected, a yellow or red light will light up in
the corresponding side mirror or window frame. Some systems emit a
warning sound as well. In some cars, if the turn signal is on when there
is a car in your blind spot, the steering wheel will vibrate briefly and the
indicator light will flash brightly.

268 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Parking aid with ultra sonic sensors

269 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Parking aid with ultra sonic sensors
 Ultrasonic sensors have been used in a wide range of
applications including fish finders, parking sensors in cars and
burglar alarms
 Ultrasound is an acoustic wave with a very high frequency,
beyond human hearing. Since the audible frequency range is
said to be between 20Hz and 20kHz, ultrasound generally
means acoustic waves above 20kHz.
 Firstly, it is inaudible to humans and therefore undetectable
by the user. Secondly, ultrasound waves can be produced with
high directivity. Thirdly, they are a compressional vibration of
matter (usually air). Finally, they have a lower propagation
speed than light or radio waves.

270 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Parking aid with ultra sonic sensors
 Parking sensors use a type of sonar. The term sonar is an acronym for sound
navigation and radar; it's used for calculating the distance and/or direction
of an object from the time it takes for a sound wave to travel to the target
and back. An ultrasonic sensor is a speaker or microphone that emits or
receives ultrasound. There is also a type that can handle both emission and
reception. Vehicle parking sensors are equipped with this type of sensor.
 Ultrasound sensors initially found use in vehicles for detecting obstacles
when parking but it is now evolving into an automatic parking system.
 This system controls steering, acceleration and braking automatically, based
on the parking zone and location information gained from the ultrasonic
sensor, to achieve parallel parking and garage parking.
 In the case of the rear sonar, two to four ultrasonic sensors are mounted on
the rear bumper to detect an obstacle up to 2 to 2.5m away. The distance is
communicated to the driver in real time using varying buzzer sounds. Even a
wire fence can be detected if it is close enough.
271 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Emissions
 Emissions of many air pollutants have been shown to have variety of negative
effects on public health and the natural environment. Emissions that are principal
pollutants of concern include:
 Hydrocarbons - A class of burned or partially burned fuel, hydrocarbons are
toxins. Hydrocarbons are a major contributor to smog, which can be a major
problem in urban areas. Prolonged exposure to hydrocarbons contributes to
asthma, liver disease, lung disease, and cancer. Regulations governing hydrocarbons
vary according to type of engine and jurisdiction; in some cases, "non-methane
hydrocarbons" are regulated, while in other cases, "total hydrocarbons" are
regulated. Technology for one application (to meet a non-methane hydrocarbon
standard) may not be suitable for use in an application that has to meet a total
hydrocarbon standard. Methane is not directly toxic, but is more difficult to break
down in a catalytic converter, so in effect a "non-methane hydrocarbon" regulation
can be considered easier to meet. Since methane is a greenhouse gas, interest is
rising in how to eliminate emissions of it.
 Carbon monoxide (CO) - A product of incomplete combustion, carbon
monoxide reduces the blood's ability to carry oxygen; overexposure (carbon
monoxide poisoning) may be fatal. Carbon Monoxide poisoning is a killer in high
concentrations.
 public health.
272 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Emissions
 Nitrogen oxides (NOx) - Generated when nitrogen in the air reacts with
oxygen at the high temperature and pressure inside the engine. NOx is a precursor
to smog and acid rain. NOx is a mixture of NO, N2O, and NO2. NO2 is
extremely reactive. It destroys resistance to respiratory infection. NOx production
is increased when an engine runs at its most efficient (i.e. hottest) part of the
cycle.
 Particulate matter – Soot or smoke made up of particles in the micrometre size
range: Particulate matter causes negative health effects, including but not limited
to respiratory disease and cancer.
 Sulphur oxide (SOx) - A general term for oxides of sulfur, which are emitted
from motor vehicles burning fuel containing sulfur. Reducing the level of fuel
sulfur reduces the level of Sulphur oxide emitted from the tailpipe.
 Volatile organic compounds (VOCs) - Organic compounds which typically
have a boiling point less than or equal to 250 °C; for example chlorofluorocarbons
(CFCs) and formaldehyde. Volatile organic compounds are a subsection of
Hydrocarbons that are mentioned separately because of their dangers to public
health.

273 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Pollution Control Techniques
 Engine efficiency has been steadily improved with improved engine design, more
precise ignition timing and electronic ignition, more precise fuel metering, and
computerized engine management. Advances in engine and vehicle technology
continually reduce the toxicity of exhaust leaving the engine, but these alone have
generally been proved insufficient to meet emissions goals. Therefore, technologies to
detoxify the exhaust are an essential part of emissions control.
Air injection
 One of the first-developed exhaust emission control systems is secondary air injection.
Originally, this system was used to inject air into the engine's exhaust ports to provide
oxygen so unburned and partially burned hydrocarbons in the exhaust would finish
burning. Air injection is now used to support the catalytic converter's oxidation reaction,
and to reduce emissions when an engine is started from cold. After a cold start, an
engine needs an air-fuel mixture richer than what it needs atoperating temperature, and
the catalytic converter does not function efficiently until it has reached its own operating
temperature. The air injected upstream of the converter supports combustion in the
exhaust headpipe, which speeds catalyst warmup and reduces the amount of unburned
hydrocarbon emitted from the tailpipe.

274 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Pollution Control Techniques
Exhaust gas recirculation
 In the United States and Canada, many engines in 1973 and newer
vehicles (1972 and newer in California) have a system that routes a
metered amount of exhaust into the intake tract under particular
operating conditions. Exhaust neither burns nor supports combustion,
so it dilutes the air/fuel charge to reduce peak combustion chamber
temperatures. This, in turn, reduces the formation of NOx.
Catalytic converter
 The catalytic converter is a device placed in the exhaust pipe, which
converts hydrocarbons, carbon monoxide, and NOx into less harmful
gases by using a combination of platinum, palladium and rhodium as
catalysts.There are two types of catalytic converter, a two-way and a
three-way converter. Two-way converters were common until the
1980s, when three-way converters replaced them on most automobile
engines. See the catalytic converter article for further details.
275 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Emission standards
 Emission standards are the legal requirements
governing air pollutants released into the atmosphere.
Emission standards set quantitative limits on the permissible
amount of specific air pollutants that may be released from
specific sources over specific timeframes. They are generally
designed to achieve air quality standards and to protect
human life. Emission performance standards have been used
to dictate limits for conventional pollutants such as oxides of
nitrogen and oxides of sulphur (NOx and SOx),[

276 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Bharat stage emission standards
 Bharat stage emission standards are emission standards instituted by the
Government of India to regulate the output of air pollutants from internal
combustion engine equipment, including motor vehicles. The standards and
the timeline for implementation are set by the Central Pollution Control
Board under the Ministry of Environment & Forests.
 The standards, based on European regulations were first introduced in 2000.
Progressively stringent norms have been rolled out since then. All new
vehicles manufactured after the implementation of the norms have to be
compliant with the regulations. By 2014, the country was under a
combination of Euro 3 and Euro 4-based norms, with Euro 4 standards partly
implemented in 13 major cities. As of April 2017, the entire country was
under BS IV norms, which is based on Euro 4. It is planned that manufacture
and registration of BS IV vehicles will be ceased, by April 2020 and June
2020, respectively. Skipping Euro 5, BS VI (based on Euro 6) will be
introduced across the country by the April 1, 2020.
277 MTI/ Dept of Mech Engg/anzns 01-FEB-2020
 Question bank
Module 1
1. Fuel system in petrol engine and name each elements.
2. Carburetion and functions of carburettor
3. Fuel system in diesel engine and name each elements.
4. Battery ignition svstem and magneto ignition system
5. Cooling System
6. Lubrication System
7. Two methods of governing of IC Engine.

278 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Question bank
Module 2
1. Transmission system and its components
2. Single Plate Clutch
3. Sliding/constant mesh gearbox
4. Epicyclic Gearbox
5. Differential
6. Rear axle and types
7. Overdrive/Final drive/ Fluid Flywheel

279 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Question Bank
Module 3
1. Steering system (Rack and pinion)
2. Mechanical and hydraulic brake system
3. Suspension system (leaf spring)
4. Bleeding/leading/trailingof brakes
5. Steering Geometry (camber/castor/toe in and toe out)
6. Disc wheels
7. Tubeless tyres

280 MTI/ Dept of Mech Engg/anzns 01-FEB-2020

 Question Bank
Module 4
1. MPFI/CRDI
2. Electronic control module
3. ABS/airbags/Self inflating tyres
4. Emissions/noises from Automobile
5. Pollution control and emission controls
6. Central Locking System/Power Window

281 MTI/ Dept of Mech Engg/anzns 01-FEB-2020