Basics of Automobile Ver2

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Presentation Transcript

Slide 1:

AUTOMOTIVE TECHNOLOGY (BASICS) Feedback : spkingsley@live.in

Slide 2:

TYRE ENGINE GEAR BOX DIFFERENTIAL TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH PROPELLOR SHAFT - REAR STEERING SUSPENSION ANATOMY OF AN AUTOMOBILE (REAR WHEEL DRIVE - 2WD) WHEEL BASE WHEEL TRACK

Slide 3:

TYRE ENGINE GEAR BOX DIFFERENTIAL TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH PROPELLOR SHAFT - REAR STEERING TRANSFER CASE - 4WD DIFFERENTIAL 4WD SUSPENSION ANATOMY OF AN AUTOMOBILE (FOUR WHEEL DRIVE) WHEEL BASE WHEEL TRACK PROPELLOR SHAFT - FRONT

Slide 4:

TYRE ENGINE TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH STEERING SUSPENSION WHEEL BASE WHEEL TRACK TRANSAXLE ANATOMY OF AN AUTOMOBILE (FRONT WHEEL DRIVE) DRIVE SHAFTS

Slide 5:

A. POWER TRAIN SYSTEM POWER PLANT (POWER GENERATION - ENGINE) ENGINE FUEL SYSTEM INTAKE SYSTEM EXHAUST SYSTEM COOLING SYSTEM DRIVE LINE (POWER TRANSMISSION ) CLUTCH GEAR BOX/TRANSMISSION TRANSFER CASE DIFFERENTIAL WHEELS/TYRES B. RUNNING SYSTEM SUSPENSION STEERING BRAKING C. COMFORT SYSTEM HVAC/AC/HEATER SYSTEM SEATING/UPHOLSTRY/FACIA/INSTRUMENTS AUDIO/VIDEO/GPS SYSTEMS IN AN AUTOMOBILE

Slide 6:

TYRE ENGINE GEAR BOX DIFFERENTIAL TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH PROPELLOR SHAFT - REAR STEERING TRANSFER CASE - 4WD DIFFERENTIAL 4WD SUSPENSION ANATOMY OF AN AUTOMOBILE - POWER PLANT WHEEL BASE WHEEL TRACK PROPELLOR SHAFT - FRONT

Slide 7:

ENGINE ENGINE IS THE HEART OF THE AUTOMOBILE IT GENERATES MOTIVE POWER FOR LOCOMOTION IT CONVERTS CHEMICAL ENERGY OF THE FUEL TO MECHANICAL ENERGY ENGINE DEVELOPS POWER & TORQUE TORQUE : - Is the capacity to do work Measured in Kg-m , N-m , Lb-ft POWER : - How fast the work can be done Measured in - Horse Power, Kilo watt

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Slide 9:

ENGINE OPERATION - 4 STROKE

Slide 10:

CLASSIFICATION OF ENGINES ENGINES CAN BE CLASSIFIED IN MANY WAYS : 1. By Mechanical construction - 4 Stroke/2-Stroke 2. By type of Ignition - Compression Ignition/Spark Ignition COMPRESSION IGNITION ENGINES Basically Diesel engines Use diesel fuel Combustion is initiated by heat, on its own SPARK IGNITION ENGINES Basically Petrol engines, LPG engines, CNG engines Use leaded or unleaded petrol, Alcohol, LPG or CNG Combustion is initiated by a spark from a spark plug

Slide 11:

DIESEL ENGINE DIESEL ENGIENS ARE COMPRESSION IGNITION ENGINES & USE DIESEL FUEL DIESEL ENGINES ARE BROADLY CLASSIFIED AS DIRECT INJECTION (DI) AND INDIRECT INJECTION (IDI) DIRECT INJECTION ENGINE (DI) ON DIRECT INJECTION DIESEL ENGINES, FUEL IS SPRAYED DIRECTLY ON TOP OF THE PISTON. Highly fuel efficient Noisy Easy cold starting ability INDIRECT INJECTION ENGINE ON INDIRECT INJECTION DIESEL ENGINES, FUEL IS SPRAYED ON TO A SEPERATE PRE-CHAMBER. Less fuel efficient Less Noisy/smoother Requires pre-heating for starting

Slide 12:

PETROL/CNG/LPG ENGINES PETROL ENGINES ARE SPARK IGNITION ENGINES & USE GASOLINE/CNG/LPG FUEL PETROL ENGINES ARE BROADLY CLASSIFIED AS CARBURATED AND FUEL INJECTED ENGINE CARBURETED ENGINE ON CARBURETED ENGINE , THE PETROL & AIR ARE MIXED IN THE CARBURETER BEFORE BEING SENT IN TO THE ENGINE FUEL INJECTED ENGINE ON FUEL INJECTED ENGINES, THE PETROL IS INJECTED SEPERATELY AND THE PETROL AND AIR ARE MIXED INSIDE THE CYLINDER. FUEL INJECTED ENGINES CAN BE FURTHER CLASSIFIED AS : SINGLE/MULTI POINT FUEL INJECTION, Where the fuel is injected outside the cylinder GASOLINE DIRECT INJECTION (GDI) , Where the fuel is injected directly in to the engine cylinder

Slide 13:

INTERNAL COMBUSTION ENGINE RECIPROCATING ROTARY INJECTED INDIRECT INJECTION SPARK IGNITION (GASOLINE/LPG/CNG) COMPRESSION IGNITION (DIESEL) GAS TURBINE DIRECT INJECTION MULTI POINT INJECTION CARBURETED 4STROKE 2STROKE SINGLE POINT INJECTION DIRECT INJECTION

Slide 14:

ENGINE FUEL WORK C O O L I N G E X H A U S T THERMAL EFFICIENCY EFFICIENCY = OUTPUT % INPUT 100% 33% 33% 33% TYPICAL EFFICIENCIES PETROL - 25% DIESEL IDI - 28-30% DIESEL DI - 32-33% INPUT OUTPUT

Slide 15:

FUEL EFFICIENCY (FUEL CONSUMPTION) FUEL EFFICIENCY IS A COMBINATION OF ENGINE EFFICIENCY, VEHICLE PARAMTERS & DRIVING PATTERN ENGINE EFFICIENCY + TRANSMISSION EFFICIENCY (CLUTCH+GEARBOX+DIFFERENTIAL+ WHEELS + TYRES) + WEIGHT/LOAD/SPEED + AERODYNAMIC PARAMETERS (DRAG - BODY SHAPE) + DRIVING PATTERN (DRIVING STYLE & TRAFFIC CONDITIONS) FUEL EFFICIENCY - Kms/Lit OR Lit/100 Kms

Slide 16:

ENGINE PARAMETERS STROKE, mm BORE,mm CYLINDER CAPACITY,cc ENGINE CAPACITY, cc = CYL. CAPACITY X No OF CYL UNITS - cc - Cubic centimeter - Lit - Liters = cc/1000 CLEARANCE VOLUME

Slide 17:

ENGINE PARAMETERS BORE, mm : The diameter of the cylinder STROKE, mm : The distance between top most point of piston travel to the bottommost point of piston movement CAPACITY, cc : Also called displacement. The volume displaced by all pistons while moving from top to bottom. Also indicated in Liters. CLEARANCE VOLUME : The volume available above piston, with the piston in top most point. COMPRESSION RATIO : The ratio between the total volume to the clearance volume. VALVE MECHANISM : The mechanism by which the valves are operated. It could be push rod type or overhead camshaft type TIMING SYSTEM : The mechanism by which the camshaft & fuel injection pump are operated . It could be gear driven, chain driven or belt driven.

Slide 18:

VALVE LAYOUTS (NO. OF VALVES PER CYLINDER) E I I I E 2 VALVES/CYL 3 VALVES/CYL 4 VALVES/CYL 2 VALVES/CYL I E

Slide 19:

CYL BLOCK CYL HEAD CRANKSHAFT CAMSHAFT ROCKER ARM PUSHROD TAPPET ROCKER SHAFT VALVE FUEL PUMP PUSH ROD ENGINE VALVE OPERATING MECHANISM (CAMSHAFT LOCATIONS) CYL BLOCK CYL HEAD CAMSHAFT ROCKER ARM ROCKER SHAFT HYDRAULIC TAPPET OVERHEAD CAM ENGINE CYL BLOCK CYL HEAD DOHC SOHC

Slide 20:

VALVE OPERATING MECHANISM SINGLE OVERHEAD CAMSHAFT (SOHC) E I E I E I E I 2 VALVES/CYL , SOHC - VALVES OPERATED EITHER DIRECTLY OR THROUGH ROCKERS 4 VALVES/CYL , SOHC - VALVES OPERATED THROUGH ROCKERS

Slide 21:

VALVE OPERATING MECHANISM DOUBLE OVERHEAD CAMSHAFT (DOHC) 4 VALVES/CYL , DOHC - VALVES OPERATED EITHER DIRECTLY OR THROUGH ROCKERS

Slide 22:

TIMING MECHANISM CAMSHAFT FUEL PUMP CRANKSHAFT IDLER GEAR DRIVE ENGINE GEAR DRIVE ENGINE CHAIN DRIVE ENGINE BELT DRIVE ENGINE

Slide 23:

ENGINE SUPPORT SYSTEMS FOR THE ENGINE TO FUNCTION, IT REQUIRES SUPPORT SYSTEMS. THE MAJOR SUPPORT SYSTEMS OF AN ENGINE ARE : FUEL SYSTEM INTAKE SYSTEM EXHAUST SYSTEM COOLING SYSTEM

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ENGINE SUPPORT SYSTEMS FUEL SYSTEM FUEL SYSTEM IS THE HEART OF THE ENGINE IT TRANSPORTS FUEL FROM THE FUEL TANK AND INJECTS IT UNDER HIGH PRESSURE IN TO THE ENGINE FUEL INJECTION SYSTEM IS A HIGH PRECISION, HIGH TECHNOLOGY PRODUCT FUEL INJECTION PUMPS ARE OF 2 TYPES - INLINE PUMP & ROTARY PUMP COMPONENTS OF FUEL SYSTEM ARE : FUEL INJECTION PUMP(FIP) FUEL TRANSFER PUMP FUEL INJECTORS FUEL FILTERS FUEL LINES

Slide 26:

ENGINE FUEL SYSTEM FUEL TANK ENGINE FIP INLINE PUMP TRANSFER PUMP PRIMER FUEL TANK FIP ROTARY PUMP OVERFLOW INJECTOR SUPPLY FUEL FILTER

Slide 27:

FUEL SYSTEM COMPONENTS 1. FUEL INJECTION PUMP - Fuel injection pump sucks fuel from the tank , pressurises the fuel to approx. 600 - 1000 bar and sends it to the injectors. Inline FIP - Has separate pumping chambers for each cylinder Rotary FIP(Distributor pump) - Has one pumping chamber and the pump distributes to each cylinder as per sequence- firing order 2. INJECTORS - Inject the high pressure fuel in to each cylinder. 3. FUEL FILTER - Filters the fuel from dirt & sediments, since the Fuel injection pump requires clean fuel.

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ENGINE SUPPORT SYSTEMS INTAKE SYSTEM INTAKE SYSTEM CLEANS & TRANSPORTS ATMOSPHERIC AIR TO THE ENGINE CYLINDERS NA ENGINE - NATURALLY ASPIRATED ENGINE - The air is transported to the engine cylinder , at atmospheric pressure TURBO ENGINE - TURBO CHARGED ENGINE - The air is compressed and transported to engine cylinder, at higher than atmospheric pressure. COMPONENTS OF THE INTAKE SYSTEM AIR FILTER TURBO CHARGER INTERCOOLER AIR FILTER CLOGGING INDICATOR HOSES

Slide 30:

INTAKE SYSTEM ENGINE AIR FILTER NATURALLY ASPIRATED ENGINE CLOGGING INDICATOR EXHAUST

Slide 31:

INTAKE SYSTEM ENGINE AIR FILTER TURBO CHARGED/INTERCOOLED ENGINE INTERCOOLER CLOGGING INDICATOR TURBOCHARGER EXHAUST AIR AT ATMOSPHERIC PRESSURE HOT COMPRESSED AIR COOL COMPRESSED AIR

Slide 32:

INTAKE SYSTEM 1. AIR FILTER - The purpose of the air filter is to clean the atmospheric air of dirt & dust before entering the engine cylinder. Air filters needs to cleaned regularly and replaced at recommended intervals. 2. CLOGGING INDICATOR - Clogging indicator indicates the condition of the air filter as to whether is clean or choked. A visible RED band in the indicator indicates choked air filter

Slide 33:

INTAKE SYSTEM 3. TURBOCHARGER - The turbo charger utilizes the wasted heat energy in the exhaust system, to run a compressor which compresses the intake air. Compressed intake air has more density and hence more fuel can be injected increasing the power of the engine. Turbo charging is an ideal way to increase the engine power without increasing the engine size. For trouble free performance of turbocharger a clean air filter element is a must. A turbo charger spins at very high speed (~ 1.6 Lakh RPM). The turbo charger is lubricated by engine oil. If the engine is switched off abruptly , the oil supply to turbo bearing stops instantly. Since the turbine is running at very high speeds, it takes some time to wind down. During this time the turbine bearing can be starved off oil. Hence it is recommended to idle the engine for some time before shutting off the engine.

Slide 34:

INTAKE SYSTEM 4. INTERCOOLER - When the atmospheric air is compressed by the compressor in the turbocharger, the temperature of the air increases. The temperature of the air needs to be reduced before it enters the engine cylinder. The hot compressed air is passed through a intercooler to reduce the temperature. Intercooler is a heat exchanger where the hot compressed air flows on the inside and cool atmospheric air flows on the outside leading to cooling of the compressed air HOT COMPRESSED AIR COOL COMPRESSED AIR INTERCOOLER ATM AIR

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ENGINE SUPPORT SYSTEMS EXHAUST SYSTEM EXHAUST SYSTEM TRANSPORTS THE BURNED EXHAUST GASES FROM ENGINE CYLINDER TO THE ATMOSPHERE, TOWARDS THE REAR OR TO THE RIGHT SIDE OF THE VEHICLE. Since the exhaust gases are at higher pressure than atmospheric pressure, the exhaust system has to reduce the pressure of exhaust gases so that there is no noise on discharge to atmosphere. Catalytic converter (if fitted) reduces harmful pollutants in the exhaust gases to un-harmful gases. COMPONENTS OF EXHAUST SYSTEM SILENCER/MUFFLER/EXPANSION CHAMBER CATALYTIC CONVERTER OXYGEN SENSOR (PETROL VEHICLES)

Slide 37:

EXHAUST SYSTEM ENGINE AIR FILTER INTERCOOLER CLOGGING INDICATOR TURBOCHARGER EXHAUST UPSTREAM OXYGEN SENSOR (PETROL) DOWNSTREAM OXYGEN SENSOR (PETROL) CATALYTIC CONVERTER SILENCER MUFFLER TO ATMOSPHERE

Slide 38:

EXHAUST SYSTEM 1. SILENCER/MUFFLER/EXPANSION CHAMBER - Silencers are separate chambers fitted on the exhaust system fitted with baffles on the inside. The silencer reduces the pressure of the exhaust gases progressively and lets out the exhaust gases to atmosphere at atmospheric pressures. 2. CATALYTIC CONVERTER - Catalytic converters are emission control devices fitted on the exhaust system. Catalytic converters convert harmful exhaust gases to un-harmful gases. Catalytic converters are coated with noble metals like Platinum, Palladium, Rhodium on the inside. Catalytic converters are of 2 types, namely : A. OXIDATION CATALYST - Fitted on diesel engines. Converts CO, HC to CO2 and H20. B. THREE WAY CATALYST - Fitted on Petrol engines. Converts CO, HC & NOx to CO2 , H20 & N2.

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Slide 40:

ENGINE SUPPORT SYSTEMS COOLING SYSTEM COOLING SYSTEM REMOVES THE EXCESSIVE HEAT OF COMBUSTION FROM THE ENGINE. Cooling system circulates coolant (Combination of water and a chemical) through the engine components which absorbs the heat and transfers the heat to the atmospheric air through a heat exchanger. COMPONENTS OF THE COOLING SYSTEM WATER PUMP THERMOSTAT COOLING FAN OIL COOLER RADIATOR RADIATOR PRESSURE CAP COOLANT RECOVERY TANK/DEGASSING TANK DRIVE BELTS

Slide 41:

COOLING SYSTEM ENGINE RADIATOR PRESSURE CAP RADIATOR WATER PUMP THERMOSTAT OIL COOLER BASIC SYSTEM COOLING FAN AIR

Slide 42:

COOLING SYSTEM ENGINE RADIATOR PRESSURE CAP RADIATOR WATER PUMP THERMOSTAT OIL COOLER COOLANT RECOVERY SYSTEM (No Loss System) COOLING FAN AIR COOLANT RECOVERY TANK

Slide 43:

COOLING SYSTEM ENGINE PRESSURE CAP RADIATOR WATER PUMP THERMOSTAT OIL COOLER DEGASSING TANK SYSTEM (No Loss System & Degassing) COOLING FAN AIR DEGASSING TANK MAX GASES

Slide 44:

COOLING SYSTEM 1. WATER PUMP - Water pump sucks water from the radiator bottom tank and pushes the water in to the engine block/cylinder head. Water pump is driven by the engine crankshaft by a belt (in some cases it may be gear driven) 2. THERMOSTAT - Thermostat is a temperature sensitive valve fitted on the outlet of the engine. The thermostat will open only when the predetermined temperature (75-90 C) is reached. Thermostat ensures that a cold engine warms up faster and also ensures engine runs at optimum temperature for best fuel efficiency. 2.RADIATOR - Radiator is a heat exchanger. The hot coolant (water) from engine enters to the top tank of the radiator and passes through the core to the bottom tank of the radiator. Cool atmospheric air is drawn over the core by the cooling fan, leading to cooling of the radiator water. Radiators can be of : Down Flow type - Water passes from top tank to bottom tank in a downward direction. Cross Flow type - Water passes from left to right across the radiator. Radiators can be made of Copper or Aluminum

Slide 45:

COOLING SYSTEM 4. RADIATOR PRESSURE CAP - Water normally starts boiling at 100 deg C. In order to increase the boiling temperature of water, the cooling system is pressurized. The Radiator pressure cap is set at 0.9 Bar so that the cooling system operates under a pressure of 1.9 Bar. When the pressure exceeds 1.9 Bar, the pressure valve opens and lets out the excessive pressure along with some coolant. When the engine cools down , the vacuum valve opens and let in air so that the radiator does not collapse inwards due to vacuum. 5. COOLING FAN - Cooling fan sucks in fresh cool air through the radiator, thus cooling the hot water. Cooling fan can be of 3 types based on how it is driven & controlled. MECHANICAL FAN - Is driven by the engine crankshaft by a belt. Cooling fan speed is dependent on engine speed. VISCOUS FAN - Is driven by the engine by a belt. However, the speed of the fan is controlled by a viscous clutch based on the radiator temperature. ELECTRIC FAN - Is driven by an electric motor. The motor is controlled by a controller based on various parameters like engine temperature, engine speed, A/c operation etc.

Slide 46:

COOLING SYSTEM 6. OIL COOLER - Oil cooler is a heat exchanger which uses coolant to cool the engine oil. The hot engine oil is passed through the inside of the oil cooler and a relatively cool coolant flows on the outside. OIL COOLER ENGINE COOLANT HOT ENGINE OIL COOLER ENGINE OIL

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TYRE ENGINE GEAR BOX DIFFERENTIAL TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH PROPELLOR SHAFT STEERING TRANSFER CASE - 4WD DIFFERENTIAL 4WD SUSPENSION ANATOMY OF AN AUTOMOBILE - DRIVELINE WHEEL BASE WHEEL TRACK

Slide 49:

DRIVELINE - POWER TRANSMISSION POWER IS GENERATED BY THE POWER PLANT (ENGINE) THE GENERATED POWER NEEDS TO BE MODIFIED & TRANSMITTED TO THE WHEELS FOR VEHICLE LOCOMOTION. DRIVELINE MODIFIES & TRANSMITS THE POWER/TORQUE TO THE WHEELS OF THE AUTOMOBILE. COMPONENTS OF DRIVELINE CLUTCH PROPELLOR SHAFT DIFFERENTIAL AXLE SHAFTS WHEELS TYRES

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CLUTCH SYSTEM CLUTCH IS THE CRUCIAL LINK BETWEEN THE POWER PLANT (ENGINE) AND THE DRIVELINE THE PURPOSE OF THE CLUTCH IS TO LINK OR DE-LINK(ENGAGE OR DIS-ENGAGE) THE ENGINE FROM THE DRIVELINE, AS DESIRED BY THE DRIVER COMPONENTS OF CLUCH CLUTCH ACTUATION MECHANISM LINK TYPE CABLE TYPE HYDRAULIC TYPE CLUTCH CABLE CLUTCH MASTER CYLINDER CLUTCH SLAVE CYLINDER RELEASER BEARING CLUTCH PRESSURE PLATE CLUTCH DRIVEN PLATE

Slide 52:

ENGINE GEAR BOX CLUTCH PEDAL -FREE CLUTCH ACTUATION MECHANISM CLUTCH ENGAGED ENGINE GEAR BOX DIS-ENGAGED CLUTCH PEDAL -PRESSED CLUTCH SYSTEM DE-LINKED LINKED

Slide 53:

CLUTCH ACTUATION MECHANISM The clutch operating mechanism transfers the force exerted by the driver at the clutch pedal to the clutch and either engages or disengages the clutch. Clutch actuation mechanism can be classified as : 1. Mechanical Clutch - Where the driver’s foot effort is transmitted to the clutch through a set of levers and links 2. Cable Clutch - Where the driver’s foot effort is transmitted to the clutch through a cable. 3. Hydraulic Clutch - Where the driver’s foot effort is transferred to a hydraulic oil medium, which in turn operates the clutch through master cylinder & slave cylinder. Pedal efforts are lower & doesnot require clutch pedal free play adjustments.

Slide 54:

ENGINE GEAR BOX CLUTCH PEDAL -FREE CLUTCH ENGAGED DIS-ENGAGED CLUTCH PEDAL -PRESSED HYDRAULIC CLUTCH SYSTEM DE-LINKED LINKED ENGINE GEAR BOX MASTER CYLINDER RESERVOIR SLAVE CYLINDER CLUTCH PIPES/TUBES RESERVOIR

Slide 55:

HYDRAULIC CLUTCH SYSTEM 1. CLUTCH MASTER CYLINDER - Converts driver’s foot effort to hydraulic pressure and transmits the pressure to clutch slave cylinder 2. CLUTCH SLAVE CYLINDER - Receives the hydraulic pressure from Clutch master cylinder and moves the clutch fork to either disengage or engage the clutch mechanism 3. CLUTCH PIPES/TUBES - The connection between the Clutch master cylinder and Clutch slave cylinder, transmitting the hydraulic fluid. 4. RESERVOIR - The storage for clutch fluid

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ENGINE GEAR BOX FLYWHEEL CLUTCH DRIVEN PLATE CLUTCH PRESSURE PLATE RELEASER BEARING CLUTCH FORK CLUTCH MECHANISM ENGAGE CLUTCH PEDAL FREE CLUTCH ENGAGED

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ENGINE GEAR BOX FLYWHEEL CLUTCH DRIVEN PLATE CLUTCH PRESSURE PLATE RELEASER BEARING CLUTCH FORK CLUTCH MECHANISM DIS-ENGAGE CLUTCH PEDAL PRESSED CLUTCH DISENGAGED

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CLUTCH MECHANISM 1. CLUTCH DRIVEN PLATE - Clutch pressure plate is the link between the engine & gear box transmitting power & torque to the driveline. In engaged condition, the clutch plate is sandwiched between the engine flywheel & the Clutch pressure plate. 2. CLUTCH PRESSURE PLATE - Clutch pressure plate ensures that the clutch plate is clamped tightly to the flywheel in engaged condition and releases the clutch plate from flywheel in dis-engaged condition. The drivers’ foot effort is transmitted to the clutch pressure plate through the actuation mechanism and the releaser bearing. 3. RELEASER BEARING 4. CLUTCH FORK

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GEAR BOX (TRANSMISSION) GEAR BOX MODIFIES & TRANSMITS THE TORQUE OF THE ENGINE TO THE DRIVE LINE. THE AMOUNT OF MODIFICATION OF TORQUE REQUIRED IS DECIDED BY THE DRIVER AND IS ACTUATED BY A GEAR LEVER WHICH SELECTS A REQUIRED GEAR RATIO. COMPONENTS OF GEAR BOX GEAR BOX GEAR SELECTION LEVER

Slide 61:

GEAR BOX (TRANSMISSION) GEAR BOXES ARE CLASSIFIED AS : STEPPED TRANSMISSION STEPLESS TRANSMISSION (USED MOSTLY IN 2 WHEELERS) STEPPED TRANSMISSION ARE GEAR BOXES WHICH HAS DEFINED STEPS OR GEAR RATIOS. THE NUMBER OF STEPS CAN BE 3 , 4 OR 5. STEPPED TRANSMISSIONS CAN BE FURTHER CLASSIFIED AS MANUAL TRANSMISSION WHERE THE REQUIRED STEP OR GEAR IS SELECTED BY THE DRIVER, AS PER THE DRIVING REQUIREMENT AUTOMATIC TRANSMISSION WHERE THE STEP OR GEAR RATIO IS AUTOMATICALLY SELECTED, AS DECIDED BY A ECU BASED ON INFORMATION FROM VARIOUS SENSORS

Slide 62:

GEAR BOX (MANUAL TRANSMISSION) FROM CLUTCH TO PROP SHAFT FIRST GEAR SECOND GEAR THIRD GEAR FIFTH GEAR FOURTH GEAR COUNTER SHAFT MAIN SHAFT SHIFT RAILS GEAR LEVER SYNCHRONISER REVERSE GEAR NOT SHOWN

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GEAR BOX GEAR RATIO - Gear ratios are gear reduction steps in the gear box. A gear reduction multiplies the engine torque by the gear ratio amount. Torque requirement at the wheel depends operating conditions. For example : To move a vehicle from standstill requires much more torque than the peak torque of the engine. Hence the torque is multiplied by the first gear ratio. Once the vehicle is started and moved using first gear, it requires less torque at the wheels to keep it moving. Hence it requires no multiplication or very less multiplication. If the vehicle suddenly encounters a gradient , it will require more torque at the wheels to keep the vehicle moving. Hence a intermediate ratio is required.

Slide 64:

GEAR BOX GEAR CHANGE MECHANISM(EXTERNAL) - A desired gear ratio can be selected by the driver by selecting and shifting the gear lever 1 2 3 R 4 5 1 2 R 4 5 SPEED TRANSMISSION BA10 NISSAN ISUZU 4 SPEED TRANSMISSION KMT 90 MS 90 GEAR SELECTION GEAR SHIFTING 3

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GEAR BOX GEAR CHANGE MECHANISM(INTERNAL) - The desired gear ratio selected by the driver is transmitted through the gear lever, set of shift rails to the gears located inside the gear box. The gear shifting mechanism inside the gear box can be broadly classified as : SLIDING MESH - In which , the gears needs to be moved physically in to mesh with the corresponding gear. This requires that the vehicle is stationary when the gears are shifted, Hence sliding mesh is obsolete and is used only in First Gear or Reverse gear. CONSTANT MESH - In which, all the gears are in constant mesh and the required gear engagement is achieved by operating a synchroniser mechanism. Synchronisation mechanism can be classified as : Manual Synchronisation - Double de-clutching Automatic Synchronisation - Single stroke shifting

Slide 66:

GEAR BOX SYNCHRONISER MECHANISM - In order to avoid gears crashing, when shifting from one gear ratio to another, it is required to match the speeds of both the drive & the driven gears, before the shifting can happen. Synchroniser mechanism does the job of synchronising the speeds of the drive & driven gear so that shifting takes place smoothly. All forward gears (except First) need to have synchronisers Synchroniser mechanism are of different designs : Strut type Pin Type

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TRANSFER CASE TRANSFER CASES ARE FITTED ONLY IN 4WD VEHICLES TRANSFER CASE MODIFIES & RE-DIRECTS THE TORQUE OF THE ENGINE TO BOTH FRONT AND REAR AXLES, AS DESIRED. 4WD VEHICLES CAN BE CLASSIFIED AS : FULL TIME 4WD - Where all the 4 wheels are connected to the engine, permanently. Also known as All Wheel Drive(AWD) PART TIME 4WD - Where either 2WD mode or 4WD mode can be selected by the driver by shifting a gear lever (Manual shift)) or by turning a switch (Electric shift)

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TRANSFER CASE Sliding/Meshing gear type TO FRONT FROM GEAR BOX TO REAR 2WD MODE LOW GEAR HIGH GEAR 2WD/4WD COUPLING 4WD HIGH 2WD HIGH 4WD LOW N

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TO FRONT FROM GEAR BOX TO REAR TO FRONT FROM GEAR BOX TO REAR 4WD HIGH MODE 4WD LOW MODE TRANSFER CASE Sliding/Meshing gear type 4WD HIGH 2WD HIGH 4WD LOW N 4WD HIGH 2WD HIGH 4WD LOW N

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TO FRONT FROM GEAR BOX RING GEAR PLANET GEAR SUN GEAR CHAIN DRIVE 2WD MODE TO REAR TRANSFER CASE Planetary gear/chain drive 2WD HIGH 4WD HIGH N 4WD LOW

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TO FRONT FROM GEAR BOX RING GEAR PLANET GEAR SUN GEAR CHAIN DRIVE 4WD HIGH MODE TO REAR TRANSFER CASE Planetary gear/chain drive 2WD HIGH 4WD HIGH N 4WD LOW

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TO FRONT FROM GEAR BOX RING GEAR PLANET GEAR SUN GEAR CHAIN DRIVE 4WD LOW MODE TO REAR TRANSFER CASE Planetary gear/chain drive 2WD HIGH 4WD HIGH N 4WD LOW

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PROPELLOR SHAFT PROPOELLOR SHAFT TRANSMITS THE ENGINE TORQUE FROM THE GEAR BOX/TRANSFER CASE TO THE DIFFERENTIAL. PROPELLOR SHAFTS CAN BE EITHER : SINGLE PROPELLOR SHAFT SPLIT PROPELLOR SHAFT

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DIFFERENTIAL DIFFERENTIAL RECEIVES TORQUE FROM THE GEAR BOX, MODIFIES AND TRANSMITS IT TO THE WHEELS, IN A PERPENDICULAR DIRECTION. DIFFERENTIAL ALSO ALLOWS EACH WHEEL TO ROTATE AT DIFFERENT SPEEDS, ESPECIALLY WHEN THE VEHICLE TAKES A TURN COMPONENTS OF DIFFERENTIAL CROWN WHEEL /PINION (REAR AXLE RATIO) DIFFERENTIAL GEARS

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DIFFERENTIAL LEFT RIGHT PINION CROWN/ RING GEAR AXLE SHAFT SUN GEAR PLANET PINION DIFFERENTIAL CAGE TORQUE FROM GEAR BOX

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DIFFERENTIAL 1. CROWN WHEEL/PINION - Also known as rear axle ratio, is fixed gear reduction at the rear axle. Crown wheel/pinion receives the torque from gear box (through propeller shaft) , multiplies the torque and directs it to both wheels in a perpendicular direction, through the differential. Crown & Pinion pair is known as Hypoid pair. 2. DIFFERENTIAL MECHANISM - Equalises the torque between both wheels. Allows both wheels to rotate at different speeds to avoid tyre slippage during cornering. Due to the feature of “torque equalisation” , if one tyre is stuck in soft ground.mud, the other tyre will not rotate. 3. AXLE SHAFTS - Carries the torque from the differential to the wheels.

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WHEELS WHEELS CARRY THE LOAD OF THE VEHICLE & TRANSMIT THE TORQUE TO THE TYRES WHEELS ARE SUPPORTED IN WHEEL BEARINGS BASED ON WAY IN WHICH THE LOAD IS CARRIED AND THE TORQUE IS TRANSMITTED, THE AXLE CAN BE CLASSIFIED AS : SEMI-FLOATING AXLE - In which the vehicle load as well as the torque are transmitted by the axle shaft FULL FLOATING AXLE - In which the axle shaft only transmits the drive torque to the wheels. The vehicle load is taken up by the rear axle housing. COMPONENTS OF WHEELS AXLE SHAFT WHEEL SPINDLE WHEEL BEARINGS

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WHEELS WHEEL WHEEL BEARING AXLE SHAFT AXLE HOUSING FROM DIFFERENTIAL SEMI-FLOATING AXLE FULL FLOATING AXLE WHEEL WHEEL BEARING WHEEL SPINDLE FROM DIFFERENTIAL

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WHEEL RIM WHEEL RIMS ARE ATTACHED TO THE WHEEL AND CARRY THE TYRE & TUBE AT THE OTHER END. WHEEL RIMS ARE SPECIFIED AS : 1. WHEEL RIM DIAMETER - The diameter of the wheel rim is specified in inches - 16”, 15” etc 2. WHEEL RIM OFFSET - It is the difference between the wheel rim centre and the wheel rim mounting face DIAMETER OFFSET

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WHEEL RIM WHEEL RIM SPECIFICATIONS 6J X 15 WHEEL RIM OFFSET WHEEL RIM DIAMTER, in

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TYRE THE PURPOSE OF THE TYRE IS TO PROVIDE A FRICTIONAL INTERFACE WITH THE ROAD SO THAT THE DRIVE TORQUE CAN BE TRANSMITTED TO THE ROAD FOR VEHILCE MOTION. TYRE ALSO SUPPORTS THE VEHICLE LOAD TYRES ARE CLASSIFIED AS : CROSS PLY TYRES - The inner plies run at an angle to the tyre centre line RADIAL PLY TYRE - The inner plies run perpendicular to the tyre centre line. Radial tyres have low rolling resistance and hence the fuel efficiency of the vehicle improves. Radial tyres also provide softer ride due to the softer side walls.

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TYRE TYRE SPECIFICATIONS TYRE WIDTH TYRE HEIGHT ASPECT RATIO = TYRE HEIGHT X 100 ------------------ TYRE WIDTH

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TYRE TYRE SPECIFICATIONS P 235/75 R 15 PASSENGER CAR TYRE WIDTH , mm ASPECT RATIO, % RADIAL WHEEL RIM DIAMTER, in

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TYRE TYRE SPECIFICATIONS 6.00 X 16 8 PR TYRE WIDTH , in WHEEL RIM DIAMTER, in PLY RATING

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TYRE ENGINE GEAR BOX DIFFERENTIAL TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH PROPELLOR SHAFT - REAR STEERING SUSPENSION ANATOMY OF AN AUTOMOBILE (REAR WHEEL DRIVE - 2WD) WHEEL BASE WHEEL TRACK

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RUNNING SYSTEM POWER PLANT GENERATES THE POWER/TORQUE DRIVELINE MODIFIES & TRANSMITS THE TORQUE THE RUNNING SYSTEM CONTROLS THE VEHICLE RUNNING SYSTEM CONSISTS OF SUSPENSION - Provides a comfortable ride BRAKES - Allows to slow down the vehicle STEERING - Allows to change direction of the vehicle

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SUSPENSION SUSPENSION ABSORBS ROAD SHOCKS AND PROVIDES COMFORTABLE RIDE FOR THE PASSENGERS SUSPENSION CAN BE CLASSIFIED AS : RIGID SUSPENSION INDEPENDENT SUSPENSION COMPONENTS OF SUSPENSION SPRINGS SHOCK ABSORBER STABILIZER BAR

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SUSPENSION 1. SPRINGS - Springs are mounted at each wheel and they absorb the road shocks created when the vehicle travels over potholes or speed breakers. Springs are of various types, namely : Leaf springs - Leaf springs are multi-layered steel plates clamped together. Coil springs - Coil springs are made of thick steel wires wound in a spring form Torsion bar - Torsion bar are long steel rods of either circular or square cross section. The springing action is generated by the torsional forces when the torsion bar is twisted

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SUSPENSION 2. SHOCK ABSORBERS - The springs absorb road shocks. While absorbing the shock , the spring is compressed. However, due to the characteristic of springs, the absorbed shock will be released immediately with the rebound of the spring. Hence , the vehicle will start oscillating after encountering a road irregularity. The purpose of the shock absorber is to absorb the shocks when the spring starts oscillating, thus providing a smooth ride. Shock absorbers are of Hydraulic , double acting type or Gas filled BUMP/REBOUND REBOUND VALVE BUMP VALVE HYDRAULIC OIL

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SUSPENSION 3. STABILIZER BAR - Stabilizer bars are fitted on the axles to reduce the amount of body roll, when the vehicle is cornered. Stabilizers bar acts as torsion bars and twist , restricting the excessive body roll.

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SUSPENSION TYPES OF SUSPENSIONS SUSPENSION TYPES CAN BE BROADLY CLASSIFIED AS : RIGID SUSPENSION - In rigid suspension both the wheels in an axle are connected by a rigid beam or a tube. Road irregularities encountered by one wheel is partially passed on to the other wheel TYRE SPRING AXLE

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SUSPENSION TYPES OF SUSPENSIONS INDEPENDENT SUSPENSION - In independent suspension, each wheel is mounted separately. Road irregularities encountered by one wheel is absorbed by that wheel only. IFS - Independent Front Suspension IRS - Independent Rear Suspension

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STEERING THE PURPOSE OF THE STEERING IS TO CHANGE THE DIRECTION OF VEHICLE MOVEMENT, AS DESIRED BY THE DRIVER. STEERING SYSTEMS CAN BE : MANUAL STEERING POWER ASSISTED STEERING COMPONENTS OF STEERING SYSTEM STEERING GEAR BOX STEERING WHEEL STEERING INNER/OUTER COLUMNS TIE RODS POWER STEERING PUMP POWER STEERING RESERVOIR POWER STEERING HOSES/PIPES

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STEERING MANUAL STEERING - In which, the driver’s muscular energy is directly used in steering the wheels of the vehicle. POWER ASSISTED STEERING - In which, the driver is aided by an external power assistance, so that the efforts required at the steering wheel is lower. In case of failure of the source of power, the steering system reverts to manual steering. Power source for the steering can be : 1. Hydraulic power - Hydraulic pressure generated by a power steering pump, driven by the engine. 2. Electric power - An electric motor driven by the vehicle electrical system and controlled by a an ECU. Also known as Electronic Power Steering (EPS)

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STEERING STEERING WHEEL STEERING INTERMEDIATE COLUMN STEERING COLUMN STEERING GEAR BOX TIE ROD ENGINE RESERVOIR POWER STEERING PUMP STEERING GEAR BOX POWER ASSISTED STEERING (HYDRAULIC) MANUAL STEERING

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STEERING 1. STEERING GEAR BOX - Steering gear box converts driver’s effort at steering wheel (Rotary) to a linear movement at tie rods. The tie rods are connected to the wheels which turn either left or right. Various types of steering gear box designs are available. The various designs are based on the type of gear reduction used inside the steering gear box Worm & roller Re-circulating Ball type (RCBT) Rack & pinion type Steering gear can be either Manual or Power assisted

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STEERING 2. STEERING WHEEL - Transmits the driver’s hand effort to the steering gear box. 3. STEERING COLUMNS - Link between the steering wheel and the steering gear box. 4. TIE-RODS - The connection between the steering gear box and the wheels. 5 .POWER STEERING RESERVOIR - Holds the hydraulic steering fluid and supplies the same to Steering pump , as and when required.

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STEERING 6. POWER STEERING PUMP - Driven by engine. Generates hydraulic pressure and directs it to the steering gear box. Since the power steering pump is driven by the engine, the pump speed increases as the engine speed increases. Increase in the engine speed generates more pressure of the power steering fluid. Due to higher steering fluid pressures, the amount of assistance also increases at higher engine/vehicle speeds. This is not desirable as the steering becomes softer and softer as the vehicle speed increases, leading to difficulty in controlling the vehicle. SPEED SENSITIVE POWER STEERING - In which a special valve reduces the steering fluid pressure as the engine speed increases. This is known as speed sensitive power steering.

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BRAKES THE PURPOSE OF THE BRAKES IS TO SLOW DOWN OR STOP THE VEHICLE AS DESIRED BY THE DRIVER BRAKE SYSTEMS CAN BE CLASSIFIED AS : HYDRAULIC BRAKES POWER ASSISTED BRAKES VACUUM ASSISTED COMPRESSED AIR ASSISTED AIR BRAKES (Used in heavy commercial vehicles) COMPONENTS OF THE BRAKING SYSTEM TANDEM MASTER CYLINDER WHEEL BRAKES BRAKE BOOSTER VACUUM PUMP PRESSURE CONTROL VALVES (G VALVE/LSPV) BRAKE FLUID RESERVOIR

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BRAKES TYRE BRAKE TYRE BRAKE TYRE BRAKE TYRE BRAKE TANDEM MASTER CYLINDER BRAKE FLUID RESERVOIR BRAKE PIPES G-VALVE LSPV MANUAL HYDRAULIC BRAKE EITHER G-VALVE OR LSPV IS FITETD

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BRAKES BRAKE SPLIT FRONT/BACK SPLIT X- SPLIT

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BRAKES TYRE BRAKE TYRE BRAKE TYRE BRAKE TYRE BRAKE TANDEM MASTER CYLINDER BRAKE FLUID RESERVOIR BRAKE PIPES G-VALVE LSPV POWER ASSISTED BRAKE (VACUUM) ENGINE VACUUM BOOSTER VACUUM PUMP

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BRAKES 1. TANDEM MASTER CYLINDER - Converts driver’s foot effort to hydraulic pressure and transmits the pressure to wheel cylinders. The tandem master cylinder has 2 compartments for safety . Each compartment is connected separately and independently to either front or rear wheel brakes. Failure of one circuit (leakage) will lead to brake failure in that particular axle. The vehicle can be brought to stop with the working brakes in the other axle, with higher pedal effort.

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BRAKES 2. WHEEL BRAKES - Wheel brakes are fitted on each wheel.Wheel brakes can be classified as Drum brakes & Disc brakes DRUM BRAKES - Where a set of brake liners expand against a brake drum leading to braking of the vehicle.The brake liners are operated by a wheel cylinder which receives hydraulic pressure form the tandem master cylinder. Drum brakes are normally fitted on Front & Rear brakes Drum brakes can be further classified as : Simplex(HNSS) - Hydraulic Normal Shoe Sliding - Fitted at Rear/Front Duplex (HLSS) - Hydraulic Leading Shoe Sliding - Fitted at Front Duo-Duplex -

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BRAKES BRAKE DRUM BRAKE LINER WHEEL CYLINDER BRAKE FLUID FROM MASTER CYLINDER SIMPLEX BRAKE FLUID FROM MASTER CYLINDER BRAKE FLUID FROM MASTER CYLINDER DUPLEX DRUM BRAKES

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BRAKES DRUM BRAKES DUO- DUPLEX BRAKE FLUID FROM MASTER CYLINDER BRAKE FLUID FROM MASTER CYLINDER BRAKE LINER WHEEL CYLINDER BRAKE DRUM

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BRAKES DISC BRAKES - Where a set of brake pads expand against a brake disc leading to braking of the vehicle.The brake liners are operated by a wheel cylinder which receives hydraulic pressure form the tandem master cylinder. Disc brakes are normally fitted on Front brakes Disc brakes can be further classified as : Fixed Caliper - Where there are separate wheel cylinders each for inner & outer brake pad. (used in earth moving equipment) Floating Caliper - Where there is only inner pad is moved by the wheel cylinder , the outer pad is moved by the caliper. Floating caliper brakes can be further classified as : Single pot - Where one wheel cylinder operates the inner pad Twin pot - Where two wheel cylinders operates the inner pad

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BRAKES DISC BRAKES - FLOATING CALIPER - SINGLE POT BRAKE FLUID FROM MASTER CYLINDER BRAKE DISC WHEEL CYLINDER BRAKE CALIPER (MOVING) BRAKE PADS

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BRAKES DISC BRAKES - FLOATING CALIPER - TWIN POT BRAKE FLUID FROM MASTER CYLINDER BRAKE DISC WHEEL CYLINDERS BRAKE CALIPER (MOVING) BRAKE PADS

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BRAKES DISC BRAKES - FIXED CALIPER BRAKE FLUID FROM MASTER CYLINDER BRAKE DISC WHEEL CYLINDER BRAKE CALIPER (FIXED) BRAKE PADS BRAKE FLUID FROM MASTER CYLINDER

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BRAKES 3. BRAKE BOOSTER - Also known as Brake Servo. Brake booster is fitted between the brake pedal and the tandem master cylinder. Brake booster supplies additional effort to the tandem master cylinder as soon as the brake pedal is pressed by the driver. The additional effort is derived from the vacuum generated by the vacuum pump. Brake pedal efforts are lower when equipped with brake booster. Brake boosters are specified by the diameter of the diaphragm - 9” or 10” In case of failure of the brake booster or loss of vacuum, the braking system reverts to manual system. More effort will be required to stop the vehicle. TANDEM BOOSTER - Tandem boosters are 2 boosters of different sizes sandwiched in to one housing.

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BRAKES VACUUM FROM VACUUM PUMP MASTER CYL AIR VALVE - CLOSED BRAKE RELEASED VACUUM VALVE - CLOSED VACUUM VALVE - OPEN AIR VALVE - OPEN VACUUM FROM VACUUM PUMP BRAKE PRESSED MASTER CYL BOOSTER ATM AIR

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BRAKES TANDEM BOOSTER VACUUM FROM VACUUM PUMP BRAKE RELEASED VACUUM VALVES - OPEN AIR VALVES - CLOSED MASTER CYL VACUUM FROM VACUUM PUMP ATM AIR AIR VALVES - OPEN VACUUM VALVES - CLOSED MASTER CYL BRAKE PRESSED

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BRAKES 4. PRESSURE CONTROL VALVES - Pressure control valves modify the brake fluid pressure to the rear braking circuit, under certain conditions to avoid rear wheel locking. When a vehicle is braked at high speeds, weight transfer happens. The vehicle weight shifts to the front axle. There will be relatively very less weight in the rear axles. The brake fluid pressure is same for both front & rear axles. This will lead to “Rear Wheel Lock” condition. A locked rear wheel will lead to vehicle instability and skidding/Tail swing. Pressure control valves reduce the brake fluid pressure to the rear circuit , under these conditions. Pressure control valves are classified as : PCRV - Pressure Conscious Regulating Valve DCRV - Deceleration Conscious Regulating Valve LCRV - Load Conscious Regulating Valve

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BRAKES G-VALVE - G-valve is a deceleration conscious pressure regulating valve, fitted on the rear brake circuit. When the vehicle is braked hard, the g-level of the deceleration is sensed by a steel ball , which rolls forward and partially blocks the brake fluid to the rear brakes. TYRE BRAKE TYRE BRAKE TYRE BRAKE TYRE BRAKE G-Valves are fitted at a specified angle in direction of vehicle motion G-VALVE

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BRAKES LCRV (Load Conscious Regulating Valve) - Also known as LSPV (Load Sensitive Pressure Valve). LCRV detects the load on the vehicle and accordingly regulates the brake fluid pressure to the rear brakes. Load (fully laden or unladen) is detected by height difference between the rear axle and the body , using levers or springs. BODY UNLADEN LCRV/LSPV SPRING BODY LADEN

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BRAKES 5. VACUUM PUMP - Vacuum pump generates vacuum for the brake booster. Vacuum pumps are mounted on the rear side of the alternator and are generally driven by the engine by a belt. Failure of the belt will lead to vacuum pump stopping functioning leading to loss of vacuum to the booster and hard brakes. 6. BRAKE FLUID RESERVOIR - Stores brake fluid and supplies to tandem master cylinder. Brake fluid reservoir has 2 separate compartments for front circuit and rear circuit.

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TYRE ENGINE GEAR BOX DIFFERENTIAL TYRE BRAKE BRAKE TYRE TYRE BRAKE BRAKE CLUTCH PROPELLOR SHAFT - REAR STEERING SUSPENSION ANATOMY OF AN AUTOMOBILE (REAR WHEEL DRIVE - 2WD) WHEEL BASE WHEEL TRACK

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COMFORT/CONVIENIENCE SYSTEMS POWER PLANT GENERATES THE POWER/TORQUE DRIVELINE MODIFIES & TRANSMITS THE TORQUE THE RUNNING SYSTEM CONTROLS THE VEHICLE COMFORT/CONVIENIENCE SYSTEM CONSISTS OF HVAC/AC - Provides a comfortable climate inside the vehicle ELECTRICALS - Operates a host of electrical aggregates INSTRUMENTS - Provides information about vehicle systems AUDIO/VIDEO - Provides in-car entertainment SEAT/UPHOLSTRY

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HEATING, VENTILATION & COOLING HVAC SYSTEM ALLOWS THE PASSENGERS TO CONTROL THE CLIMATIC CONDITIONS INSIDE THE VEHICLE TO THEIR COMFORT & CONVIENIENCE. THE VARIOUS FUNCTIONS OF THE HVAC SYSTEM ARE : COOLING - Brings down the temperature of air inside the vehicle when the outside temperatures are very high HEATING - Brings up the temperature of inside the vehicle when the outside temperatures are very low. VENTILATION - Allows to purge the stale air inside the vehicle and bring in fresh air from outside.

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HOT AIR W A R M A I R HEATING, VENTILATION & COOLING (HVAC SYSTEM) ENGINE COOL AIR RECEIVER-DRIER RD BOTTLE CONDENSOR CONDENSOR FAN EVAPORATOR BLOWER FAN HEATER EXPANSION VALVE AC COMPRESSOR HEATER VALVE R-134a REFRIGERANT - CFC FREE ATM AIR

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HEATING, VENTILATION & COOLING (HVAC SYSTEM) THE HVAC SYSTEM IS OF AIR MIXING TYPE, WHERE THE DESIRED TEMPERATURE IS OBTINED BY MIXING THE HOT AIR FROM HEATER & COLD AIR FROM THE EVAPORATOR. AIR MIXING IS CONTROLLED BY ADJUSTING THE VARIOUS FLAPS OR THE HEATER VALVE INSIDE THE HVAC UNIT. USES R134a REFRIGERANT, WHICH IS CFC-FREE

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W A R M A I R HEATING, VENTILATION & COOLING (COOLING SYSTEM) ENGINE COOL AIR RECEIVER-DRIER RD BOTTLE CONDENSOR CONDENSOR FAN EVAPORATOR BLOWER FAN EXPANSION VALVE AC COMPRESSOR R-134a REFRIGERANT - CFC FREE THERMOAMPLIFIER BLOWER SWITCH TEMP CONTROL THERMISTOR ATM AIR

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HEATING, VENTILATION & COOLING (COOLING SYSTEM) THE COOLING SYSTEM IS OF THERMO AMPLIFIER TYPE, WHERE THE DESIRED TEMPERATURE IS OBTAINED BY SWITCHING ON & OFF THE AC COMPRESSOR. REQUIRED TEMPERATURE IS SET BY ADJUSTING THE TEMPERATURE CONTROL KNOB & BLOWER SWITCH. USES R134a REFRIGERANT, WHICH IS CFC-FREE

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HOT AIR W A R M A I R HEATING, VENTILATION & COOLING (COOLING + HEATER SYSTEM) ENGINE COOL AIR RECEIVER-DRIER RD BOTTLE CONDENSOR CONDENSOR FAN EVAPORATOR BLOWER FAN EXPANSION VALVE AC COMPRESSOR R-134a REFRIGERANT - CFC FREE THERMOAMPLIFIER BLOWER SWITCH TEMP CONTROL THERMISTOR ATM AIR HEATER VALVE HEATER SWITCH

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HEATING, VENTILATION & COOLING 1. COMPRESSOR - Compressor sucks the refrigerant from evaporator , compresses the same and delivers to condenser. 2. CONDENSOR - Condenser is similar to radiator , where the hot, compressed refrigerant is cooled. 3. CONDENSOR FAN - Condenser fan sucks fresh atmospheric air through the condenser aiding in cooling of the refrigerant inside the condenser. 4. REECEIVER-DRIER (RD BOTTLE) - Receives the compressed and cooled refrigerant and removes any humidity from the refrigerant. 5. EXPANSION VALVE - Receives cooled & compressed refrigerant and expands the refrigerant and passes it in to the evaporator. Expanded refrigerent gases are very cold 6. EVAPORATOR - Evaporator is similar to radiator. The expanded cold refrigerant is passed over warm air from inside the vehicle.

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HEATING, VENTILATION & COOLING 7. BLOWER - Blower fan sucks warm air from inside the vehicle and passes it over the evaporator which has cold refrigerant on the inner side , thus cooling the vehicle interiors. 8. HEATER - Heater is similar to radiator , where hot coolant from the engine is circulated on the inside. Blower fan passes cold air from the vehicle interior.

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ELECTRICAL SYSTEM THE VEHICLE ELECTRICAL SYSTEM CAN BE BROADLY CLASSIFIED AS : POWER GENERATION - Generation of electrical power when the engine is running - Alternator STORAGE - Storage of electrical energy for use in the vehicle when the engine is not running - Battery TRANSMISSION & CONTROLS - Transmits & controls the power flow to the consumers - Wiring harness, Fuses, Relays. CONSUMERS - Electrical aggregates which consume electricity for functioning. VEHICLE ELECTRICAL SYSTEM OPERATE ON 12 V DC

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ELECTRICAL SYSTEM POWER GENERATION - Power generation is done by the Alternator. Alternator is driven by the engine through a belt. Alternator consists of : Generation Unit - Generates AC power Rectifier - Rectifies the AC and converts to DC Regulator - Regulates the alternator output voltage to a maximum of 14.5 Volts GENERATION RECTIFIER REGULATOR ALTERNATOR PULLEY Driven by engine VACUUM PUMP

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ELECTRICAL SYSTEM STORAGE - The electrical energy generated by the Alternator is stored in a Battery for use when the engine is not running. Battery stores the energy in an electro-chemical form. While starting the vehicle , the starter motor , takes electrical energy from the battery. This drains the battery. As soon as the engine is started, the alternator starts charging the battery . BATTERY - +

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ELECTRICAL SYSTEM TRANSMISSION AND CONTROLS - The electrical energy from alternator or battery is transmitted to the various consumers through wires. A bunch of wires is called wiring harness. Also, the flow of electrical energy is controlled by various controls, namely, Fuses, Relays, Switches etc.

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ELECTRICAL SYSTEM CONSUMERS - Consumers are electrical aggregates which consume electricity for functioning. Some of the major consumers are : LIGHTING SYSTEM WINDSHIELD WIPE/WASH SYSTEM HEATERS/DEMISTERS WINDOW OPERATING SYSTEMS DOOR LOCKING SYSTEM ENGINE MANAGEMENT SYSTEMS STARTING SYSTEM HVAC - BLOWER FAN/CONDENSOR FAN

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VEHICLE DIMENSIONS ANGLE OF APPROACH ANGLE OF DEPARTURE WHEEL BASE WHEEL TRACK GROUND CLEARANCE OVERALL HEIGHT OVERALLWIDTH OVERALL LENGTH

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VEHICLE WEIGHTS KERB WEIGHT - The unladen weight of the vehicle - No passengers GVW (Gross Vehicle Weight) - The fully laden weight of the vehicle with passengers/goods. PAYLOAD - The difference between GVW and Kerb weight

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VEHICLE PARAMETERS GRADEABILITY - The maximum gradient a vehicle can climb, under GVW conditions, in first gear. GRADEABILITY , Deg

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VEHICLE PARAMETERS TURNING RADIUS MINIMUM TURNING RADIUS - The radius of the circle made by the outermost point in the vehicle, while taking a turn with maximum wheel turning