i-DTEC

CLEAN ,HIGH EFFICIENCY DIESEL ENGINE WITH ADVANCE TECH. 

ENGINE 

All aluminum open deck,for high pressure -die-cast engine blockcrankshaft-  high strength nitrided surface treated crankshaft, narrower and short piston skirtlightening of connecting rod,piston and crankshaft results in lower inertia forces hence lower fuel consumption and instant acceleration response 

Fuel system environment friendly

Employed with CRDI WITH 1600 BAR INJECTION PRESSURE

INJECTOR USED IS SOLONOID INJECTOR

ENGINE OIL -WORLD'S LOWEST VISCOSITY DIESIEL ENGINE OIL

1.5L i-DETC  ENGINE SPECIFICATIONS AS PER HONDA

MAX. POWER             -100 ps @3600rpm

MAX.TORQUE            -200nm@1750rpm

FUEL CONSUMPTION :25.8Km /l

EMISSION                 : BS-4

FRICTION STIR WELDING (FSW)

Introduction

Friction Stir Welding (FSW) was invented by Wayne
Thomas at TWI (The Welding Institute), and the first
patent applications were filed in the UK in December
1991

Friction Stir Welding is a solid-state process, which
means that the objects are joined without reaching
melting point. This opens up whole new areas in
welding technology. Using FSW, rapid and high
quality welds of 2xxx and 7xxx series alloys,
traditionally considered unweldable, are now
possible.

Working

In FSW, a cylindrical shouldered tool with a profiled
pin is rotated and plunged into the joint area
between two pieces of sheet or plate material. The
parts have to be securely clamped to prevent the
joint faces from being forced apart. Frictional heat
between the wear resistant welding tool and the
workpieces causes the latter to soften without
reaching melting point, allowing the tool to traverse
along the weld line. The plasticised material,
transferred to the trailing edge of the tool pin, is
forged through intimate contact with the tool
shoulder and pin profile. On cooling, a solid phase
bond is created between the workpieces.

Weldable materials
A number of high melting temperature alloys have been
successfully joined using FSW. Many other applications are
still to be explored. Alloys already successfully joined using
FSW include:
1. Carbon steels, including high strength steels, pipe steels,
and Dual-Phased/TRIP steels
2. Stainless steels, including Super Duplex, Super Chrome
   and Ferritic. These alloys exhibit a refined grain structure
   in the weld zone. Friction Stir Welding of these alloys
   offers numerous benefits, such as
  • Critical Pitting Temperature (CPT) is 20º C higher
     than arc-welding processes
  • FSW does not introduce harmful intermetallics
  • FSW retains the proper ratio of austenite and ferrite
  • FSW does not form excessive amounts of martensite
  • FSW creates a matching fusion zone without
    reinforcement
3. Ni-based alloys
4. Other non-weldable alloys.

Automotive applications
In principle, all aluminium components in a car can be friction stir welded: bumper beams, rear spoilers, crash boxes, alloy wheels, air suspension systems, rear axles, drive shafts, intake manifolds,stiffening frames, water coolers, engine blocks, cylinder heads,dashboards, roll-over beams, pistons, etc.

                                                    TOOLS

MILLING at a glance _

click on images for clear view...

Introduction

In this operation the workpiece is fed against a rotating cylindrical tool. The rotating tool consists of multiple cutting edges (multipoint cutting tool).

Milling operation is distinguished from other machining operations on the basis of orientation between the tool axis and the feed direction, however, in other operations like drilling, turning, etc. the tool is fed in the direction parallel to axis of rotation.

Milling operation

Classified as peripheral milling and face milling.

1.Peripheral Milling

 In this operation axis of rotating tool is always kept parallel to the surface being machined.  This operation is done by the cutting edges on outside periphery of the milling cutter.

 Type of peripheral milling operations

    1.lab Milling

    2.Slotting

    3.Side Milling

    4.Straddle Milling

Peripheral milling is also classified on the basis of the   rotational direction of cutter, as up milling and down milling.
 Up Milling 
It is also called conventional milling in this case movement of cutter teeth is opposite to the direction of feed motion.
Down Milling
It is also called climb milling. In this case direction of cutter motion is the same so that of direction of feed motion.

2.Face Milling
In the operation of face milling, axis of the milling cutter remains perpendicular to the surface being milled. In this case cutting action is done by cutting edges of both sides (end and out side) periphery of the milling cutter.

different types as

1.Partial FaceMilling

2.End Milling

3.Profile Milling

4.Pocket Milling

5.Surface Contouring

Type of Milling Machines

1.Column and Knee Type Milling Machine
(a) Head milling machine
(b) Plain milling machine
(c) Universal milling machine
(d) Omniversal milling machine
(e) Vertical milling machine
2.Fixed Bed Type Milling Machine
(a) Simplex milling
(b) Duplex milling
(c) Triplex milling
3.Special Type Milling Machine
(a) Rotary table milling
(b) Drum milling
(c) Planetary milling
(d) Tracer controlled milling

POWER BRAKES / VACCUM ASSIST BRAKES

 WORKING

ABOVE SHOWN TWO CHAMBERS (GREEN AND GREY COLOR) SEPARATED BY A DIAPHRAGM BOTH CHAMBERS ARE IN COMMUNICATION WHEN BRAKE PEDAL IS NOT PRESSED THROUGH A PASSAGE LINK.when pedal is not pressed both chamber is at vacuum WHEN PEDAL IS PRESSED PASSAGE LINK IS BLOCKED ATMOSPHERIC AIR RUSH IN NO MORE COMMUNICATION B/W CHAMBERS AND DIAPHRAGM IS PRESSED WHICH IS IN CONTACT TO PISTON CYLINDER ARRANGEMENT CONTAINING BRAKE FLUID .VACUUM IS CREATED BY INTAKE MANIFOLD.

HYBRID BEARING

When a stray current in an electrical machine uses a bearing as its path to ground, the resulting damage is referred to as “electric arc bearing damage”.

Electric arcing occurs if there is a difference in potential between the shaft and the bearing housing. Even a difference of a few volts in potential can produce the effect. Not only the motor or generator bearings can be affected — a stray current can damage bearings in the machinery directly coupled to the motor or generator. To prevent electric currents from arcing through the bearings, either the housing or bearings should be insulated.

Hybrid bearings have rings of bearing steel and rolling elements of bearing grade silicon nitride (Si3N4). Because silicon nitride has high resistivity, hybrid bearings provide insulation from electric currents in both AC and DC motors.
In addition to being an excellent insulator, hybrid bearings have a higher speed capacity and will provide longer service life than all-steel bearings in most applications.
The density of silicon nitride is only
40 % of the density of bearing steel. Because silicon nitride rolling elements weigh less they have lower inertia. This means less damage to the cage during rapid starts and stops and also significantly lower friction at high speeds. Lower friction means cooler running
and thus longer lubricant life. Hybrid bearings are thus suitable for operating at high speeds.
If the lubrication for some reason becomes insufficient, there is no risk of smearing between silicon nitride and steel. Also, the friction coefficient be- tween steel and silicon nitride is low. This enables hybrid bearings to run cooler and last longer in applications where there is inadequate lubrication. Silicon nitride has higher hardness and higher modulus of elasticity than steel. This means high wear resistance, increased bearing stiffness and longer bearing service life in contaminated environments.
Silicon nitride rolling elements have a lower thermal expansion than steel balls of similar size. This means less sensitivity to temperature gradients at high temperatures for better, more accurate Preloaded control.

Regenerative Braking

Introduction to Regenerative Braking 

A regenerative brake is a mechanism that reduces vehicle speed by converting some of its kinetic energy into another useful form of energy - electric current, compressed air.This captured energy is then stored for future use or fed back into a power system for use by other vehicles. For example, electrical regenerative brakes in electric railway vehicles feed the generated electricity back into the supply system.

Regenerative braking utilizes the fact that an electric motor can also act as a
generator.

The vehicle's electric traction motor is operated as a generator during braking and its output is supplied to an electrical load It is the transfer of energy to the load which provides the braking effect .

VTEC vs VVT-i

Working Principle

In an automobile engine the intake and exhaust valves move on a camshaft. The timing, lift and duration of the valve are determined by the shape of the lobes that make the shaft move. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position and lift refers to how much the valve is opened.
i-VTEC uses not only timing but also the lift aspect of the valves, while VVTi uses only the timing aspect. The technology that uses timing and lift aspect developed by Toyota is called VVTL-i and can be equated with that of i-VTEC of Honda.
i-VTEC
Honda introduced i-VTEC technology in Honda's K-series four cylinder engine family in 2001. With this technology

• The intake camshaft is capable of advancing between 25 and 50 degrees when the engine is running.
• Phase changes are implemented by a computer controlled, oil driven adjustable cam gear.
• Phasing is determined by a combination of engine load and rpm, ranging from fully retarded at idle to somewhat advanced at full throttle and low RPM.
• The effect is further optimization of torque output, especially at low and midrange RPM.
• Valve lift and duration is still limited to distinct low- and high-RPM profiles.

VVTi
Toyota introduced VVT-i in 1996. With this technology

• The timing of the intake valves varies by adjusting the relationship between the camshaft drive (belt, scissor-gear or chain) and intake camshaft.
• Engine oil pressure is applied to an actuator to adjust the camshaft position.
• Adjustments in the overlap time between the exhaust valve closing and intake valve opening results in improved engine efficiency.

Common Pass Height adds Advantages

Common Pass Height adds Advantages

Operations varying from large automotive and tandem line dies, transfer press dies to small progressive dies should be set up to run at a common feed or pass height. Generally, this should be as high as possible for the following reasons:
 
1. Presses operated near their maximum shut height adjustment wherever possible maximize adjustment screw engagement, which avoids uneven screw wear.
 
2. A common pass height will avoid the need to make vertical adjustments to the feeders or loaders in both coil and cut blank fed presses.
 
3. Making the pass height as high as possible provides for steep scrap chutes to improve dependable scrap discharge.

OPERATING DIES AT A COMMON SHUT HEIGHT

Definition of Shut Height

Die shut height is defined as the height of the die in the shut or closed position. This height may be greater when measured on the shop floor than in the press because the die might not close completely because of die pressure systems. The press shut height for diesetting purposes is the distance from the top of the bolster to the bottom of the ram or slide at bottom dead center, (BDC). BDC is the 180° or six o’clock position of the press.
It is not necessary to use a common shut height throughout the pressroom. An example of how dies may be grouped follows:
 

1. The line dies used to make a family of similar parts on one or more press lines form a group for standard shut height analysis. 

2. In the same way, for double action presses, the draw die punch and blankholder
shut heights are the same on symmetrically opposite right and left-hand dies.
 

3. This procedure is a basic procedure for groups of dies that are similar.If it is not practical to use a common shut height for all dies, he jobs changed most often are the logical dies to modify to start your common shut height project.
Often, several groups of shut heights are required. For example, a series of small progressive dies may operate at a shut height 14-inches (355.6 mm).

Automotive fender dies might require 72- inches (1829 mm). A well thought-out common height strategy
can both speed up diesetting and help avoid die and press damage.

 

Acura's VTEC Engines

Normal Engines

In normal engines the valves that supply the engine with air and fuel open and close at the same rate, the same distance, and the same length of time at all rpm. The problem is that the car will need air quicker at high rpms. An overlap of exhaust valves closing and intake valves open also helps by providing a suction. This suction brings intake air in faster.

Cars that are designed for speed need to be most efficient at high rpms. At higher speeds more power is require to accelerate 1 mph then at lower speeds. This being said, a sporty car or race car needs more power at the high end rpms to increase its speed quicker. For example, Nascar cars do not run well when idling. The valves open too long and overlap(exhaust is still open when intake opens). The cams are designed so the engine performs its best in the high rpms of the race.

Trucks designed for strength(designed to have large amounts of torque at low rpm to tow large loads) have power at higher RPMs but do not perform well in those high rpms. Regular driving cars lack power at both high and low rpm but work efficiently at mid range rpm.

The Problem

There problem because the valves are designed to open and close at a rate and distance that will work the best for its application. And when that vehicle's rpm is out of that range it loses power and efficiency. This is because the vehicles valve specifications, meaning opening distance and time, do not work well for the RPM.

VTEC Engines

The VTEC(Variable Valve Timing and Lift Electronic Control) systems fixes these problems. It is a system that changes the properties of the valves to fit the RPM. When at a lower RPM it uses 2 smaller cams on the camshaft to push the valves open and closed. This allows for less overlapping of the exhaust and

intake valves. They open at a smaller height for a shorter time. When at around 6000 rpm, it switches to one large cam in the middle of the other 2, this single cam pushes both valves. The larger cam pushes the valves farther and for a longer time period, overlapping occurs between exhaust closing and intake opening, which allows more air to enter the cylinder creating more power at a higher RPM. This system makes it possible to get more power at all RPMs. The Vtec system also provides better fuel economy, and lower emissions.

Anti-knock Agents

Anti-knock Agents

Alcohols

Methanol                                      

Ethanol                                     

TBA (Tertiary Butyl Alcohol)          

Ethers

MTBE (Methyl Tertiary Butyl Ether)  

ETBE (Ethyl Tertiary Butyl Ether) 

TAME (Tertiary Amyl Methyl Ether)

Auto-ignition and knock

1.Knock and surface ignition
2.Knock fundamentals
3.Fuel factor

                                 Knock Fundamentals

Knock originates in the extremely rapid release of much of the fuel chemical energy contained in the end-gas of the propagating turbulent flame, resulting in high local pressures. The non-uniform pressure distribution causes strong pressure waves or shock waves to propagate across and excites the acoustic modes of the combustion chamber.
When the fuel-air mixture in the end-gas region is compressed to sufficiently high pressures and temperatures, the fuel oxidation process ― starting with the pre-flame chemistry and ending with rapid heat release ― can occur spontaneously in parts or all of the end-gas region.
Most evidence indicates that knock originates with the auto-ignition of one or more local regions within the end-gas. Additional regions then ignite until the end-gas is essentially fully reacted. The sequence of processes occur extremely rapidly

                                        

                                    SI Engine Knock

1.Knock is most critical at WOT and at low speed because of its persistence and potential for damage. Part-throttle knock is a transient phenomenon and is a nuisance to the driver.

2.Whether or not knock occurs depends on engine/fuel/vehicle factors and ambient conditions (temperature, humidity). This makes it a complex phenomenon. 

3.To avoid knock with gasoline, the engine compression ratio is limited to approximately 12.5 in PFI engines and 13.5 in DISI engines. Significant efficiency gains are possible if the compression ratio could be raised. (Approximately, increasing CR by 1 increases efficiency by one percentage point.)

4.Feedback control of spark timing using a knock sensor is increasingly used so that SI engine can operate close to its knock limit.