Automobile Engg Notes Unit - 1

UNIT-I
VEHICLE STRUCTURE AND

ENGINES
ME6602 AUTOMOBILE ENGINEERING
SELVAM COLLEGE OF TECHNOLOGY
CONTENTS
1.1.
INTRODUCTION
1.2.
CHASSIS FRAME AND BODY
1.3.
1.2.1.
Layout of Chassis and its main Components
1.2.2.
Main Components Of The Chassis
1.2.3.
Functions Of The Chassis Frame
FRAME
1.3.1 .Types of chassis frames
1.3.2.
1.4.
Various loads acting on the frame
BODY
1.4.1.
1.4.2.
Different bodies used in automobiles

Classifications
Of
Bodies
Used
In
Automobiles 1.4.2.1.According to Chassis design

1.4.2.2 .According to other usage
1.4.3.
1.5.
1.6.
Requirements of bodies for various types of vechile
ENGINE TYPES
1.5.1.
Classification of IC engine
1.5.2.
Classification Based On Cycle Of Operation
ENGINE CONSTRUCTION:
1.6.1.Components of I.C engine
1.6.1.1.
Cylinder block
1.6.1.2.
Cylinder
1.6.1.3.
Piston
1.6.1.4.
Piston rings
1.6.1.5.
Combustion chamber
1.6.1.6.
Inlet manifold
1.6.1.7.
Exhaust manifold
1.6.1.8.
Inlet and exhaust valves
1.6.1.9.
Spark plug
1.6.1.10. Connecting rod

1.6.1.11. Crankshaft
1.6.1.12. Camshaft
1.6.1.13. Cylinder Head
1.6.1.14. Flywheel
1.7 COOLING SYSTEM
1.8.
1.9.
1.7.1.
Air Cooled System
1.7.2.
Water Cooling System
LUBRICATION SYSTEM
1.8.1.
Liquid Lubricants or Wet Sump Lubrication System
1.8.2.
Solid Lubricants or Dry Sump Lubrication System
1.8.3.
Mist Lubrication System
TURBO CHARGER
1.10. ENGINE MANAGEMENT AND EMISSION CONTROL SYSTEMS

1.10.1.Electronic control unit (ECU)
1.10.2.Information
sensors
1.10.3.Throttle Position Sensor(TPS)

1.10.4.Airflow meter
1.10.5.Ignition timing sensors
1.10.6.Positive crankcase ventilation (PCV) system
1.10.7.Evaporative emissions control (EVAP) system
1.10.8.Catalytic converter
1.11. POLLUTION AND ITS CONTROL
1.11.1.
Chemistry of SI Engine Combustion:
1.11.2.
Pollutant Formation in Si Engine
1.12. UNIVERSITY TWO MARK QUESTIONS

1.13 .UNIVERSITY ESSAY QUESTIONS
TECHNICAL TERMS
1) Piston:
A cylindrical component making an up and down movement in the cylinder
2) Combustion Chamber:
A portion above the cylinder in which the combustion of the Fuel-air mixture takes place
3) Intake And Exhaust Ports:
Ports that carry fresh fuel-air mixture into the combustion Chamber and products of
combustion away
4) Crankshaft:
A shaft that converts reciprocating motion of the piston into rotary motion
5) Connecting Rod:
A rod that connects the piston to the crankshaft
6) Spark Plug:
An ignition-source in the cylinder head that initiates the combustion
Process
7) Four stroke engine:
Engines based on the four-stroke ("otto cycle") have one power Stroke for every four
strokes (up-down-up-down) and employ sparkplug ignition. Combustion occurs rapidly, and
during combustion the volume varies little ("constant Volume") they are used in cars, larger
boats, some motorcycles, and many light aircraft. They are generally quieter, more efficient,
and larger than their two-stroke counterparts.
8) Inlet manifold:
Through the inlet manifold the air or air-fuel mixture is drawn into the cylinder.
9) Exhaust manifold:
All the exhaust gases generated inside the cylinder after burning of fuel are
discharged through the exhaust manifold into the atmosphere.
10) Frame:
It is made up of long two members called side members riveted together with the
help of number of cross members.
UNIT-I
VEHICLE STRUCTURE AND ENGINES
1.1. INTRODUCTION:
The term automobile stands for a vehicle which can be moved by itself. Therefore, an
automobile is a self propelled vehicle. It is used for the transportation of passengers and goods
from one place to the other on the ground. A vehicle producing power within itself for its
propulsion is known as a self propelled vehicle. Example: scooters, mopeds, cars, lorry, bus,
jeep, tractors, ship, aeroplanes, helicopters, rockets etc.
1.2.
CHASSIS FRAME AND BODY

Introduction of Chassis Frame: Chassis is a French term and was initially used
to denote the frame parts or Basic Structure of the vehicle. It is the back bone of the vehicle. A
vehicle with out body is called Chassis. The components of the vehicle like Power plant,
Transmission System, Axles, Wheels and Tyres, Suspension, Controlling Systems like Braking,
Steering etc., and also electrical system parts are mounted on the Chassis frame. It is the main
mounting for all the components including the body. So it is also called as Carrying Unit.
1.2.1. Layout of Chassis and its main Components
Fig 1.1 Lay Out Of Chassis
1.2.2 .Main Components Of The Chassis:

1. Frame: it is made up of long two members called side members riveted together with the
help of number of cross members.
2. Engine or Power plant: It provides the source of power
3. Clutch: It connects and disconnects the power from the engine fly wheel to the transmission
system.
4. Gear Box
5. U Joint
6. Propeller Shaft
7. Differential
1.2.3.
Functions Of The Chassis Frame:
1. To carry load of the passengers or goods carried in the body.

2. To support the load of the body, engine, gear box etc.,
3. To withstand the forces caused due to the sudden braking or acceleration
4. To withstand the stresses caused due to the bad road condition.
5. To withstand centrifugal force while cornering
1.3. FRAME:
1.3.1.Types of chassis frames:
There are three types of frames
(a)Conventional frame
(b)Integral frame
(c)Semi-integral frame
(a)Conventional frame:
It has two long side members and 5 to 6 cross members joined together with the help of
rivets and bolts. The frame sections are used generally.
a. Channel Section - Good resistance to bending
b. Tabular Section - Good resistance to Torsion
c. Box Section - Good resistance to both bending and Torsion
(b)Integral Frame:
This frame is used now a days in most of the cars. There is no frame and all the assembly
units are attached to the body. All the functions of the frame carried out by the body itself. Due to
elimination of long frame it is cheaper and due to less weight most economical also. Only
disadvantage is repairing is difficult.
(c)Semi - Integral Frame:
In some vehicles half frame is fixed in the front end on which engine gear box and front
suspension is mounted. It has the advantage when the vehicle is met with accident the front frame
can be taken easily to replace the damaged chassis frame. This type of frame is used in FIAT cars
and some of the European and American cars.
1.3.2. Various loads acting on the frame:
Various loads acting on the frame are
1. Short duration Load - While crossing a broken patch.
2. Momentary duration Load - While taking a curve.
3. Impact Loads - Due to the collision of the vehicle.
4. Inertia Load - While applying brakes.
5. Static Loads - Loads due to chassis parts.
6. Over Loads - Beyond Design capacity.
1.4. BODY:
1.4.1. Different bodies used in automobiles:
The Automobile bodies are divided in two groups
Fig1.2 Different Types Of Bodies For Different Vehicles

1.4.2.Classifications
Of
Bodies
Used
In
Automobiles:
1.4.2.1.According to Chassis design the body can divided into
1. Conventional Type
2. Integral Type
3. Semi- Integral Type
1.4.2.2.According to other usage:
1. Light vehicle Bodies - cars, jeeps
2. Heavy vehicle Bodies - Busses, Lorries
3. Medium vehicle Bodies - Vans, Metadoors
1.4.3.Requirements of bodies for various types of vechile:
The body of the most vehicles should fulfill the following requirements:
1. The body should be light.
2. It should have minimum number of components.
3. It should provide sufficient space for passengers and luggage.
4. It should withstand vibrations while in motion.
5. It should offer minimum resistance to air.

6. It should be cheap and easy in manufacturing.
7. It should be attractive in shape and colour.
8. It should have uniformly distributed load.
9. It should have long fatigue life
10.It should provide good vision and ventilation.
1.5. ENGINE TYPES
1.5.1. Classification of IC engine:
Normally IC engines are classified into
1.C.I engines and
2.S.I engines
Some of the important classifications are given below,
1. Number of strokes -two stroke and four stroke
2. Working Cycles -Otto, Diesel, Dual cycle
3. Cylinder arrangement -In-line, V-type, Opposed, Radial
4. Valve Arrangement -T-head, F-head, L-head, I-head
5. Fuel Used -Petrol, Diesel, Gas
6. Combustion chamber design -Open, divided
7. Cooling System -Water and air cooling
8. According to the number of cylinders -Single and Multi
9. According to the speed -Slow, medium, and high speed engines
10. According to the application -Stationary, Automotive, Marine, Locomotive, Aircraft
etc.,
1.5.2.Classification Based On Cycle Of Operation
(a)The Otto Cycle
The Otto cycle, which was first proposed by a Frenchman, Beau de Rochas in 1862, was
first used on an engine built by a German, Nicholas A. Otto, in 1876. The cycle is also called a
constant volume or explosion cycle. This is the equivalent air cycle for reciprocating piston
engines using spark ignition. Figures 1 and 2 show the P-V and T-s diagrams respectively. At
the start of the cycle, the cylinder contains a mass M of air at the pressure and volume
indicated at point 1. The piston is at its lowest position. It moves upward and the gas is compressed
isentropic ally to point 2. At this point, heat is added at constant volume which raises the pressure
to point 3. The high pressure charge now expands isentropic ally, pushing the piston down on its
expansion stroke to point 4 where the charge rejects heat at constant volume to theinitial state,
point .
The isothermal heat addition and rejection of the Carnot cycle are replaced by the constant
volume processes which are, theoretically more plausible, although in practice, even these
processes are not practicable.
Fig1.3 P-V Diagram Of Otto Cycle Fig1.4 T-S Diagram Of Otto Cycle
(b)Diesel Cycle
This cycle, proposed by a German engineer, Dr. Rudolph Diesel to describe the processes
of his engine, is also called the constant pressure cycle. This is believed to be the equivalent air
cycle for the reciprocating slow speed compression ignition engine. The P -V and T-s diagrams are
shown in Fig 1.5 and 1.6
Fig 1.5.P-V Diagram
Fig 1.6. T-S Diagram
(c)Dual Cycle
Fig1.7. P-V Diagram of Dual Cycle

Process 1-2: Reversible adiabatic compression. Process 2-3: Constant volume heat addition.
Process 3-4: Constant pressure heat addition. Process 4-5: Reversible adiabatic expansion.
Process 5-1: Constant volume heat reject
(d)Carnot Cycle.
The cycle is the equivalent air cycle for reciprocating high speed compression ignition
engines. The P-V and T-s diagrams are shown in Figs.6 and 7. In the cycle, compression and
expansion processes are isentropic; heat addition is partly at constant volume and partly at constant
pressure while heat rejection is at constant volume as in the case of the Otto and Diesel cycles. The
heat supplied, Qs per unit mass of charge is given by cv(T3 - T2) + cp(T3 - T2) whereas the heat
rejected, Qr per unit mass of charge is given by cv(T4 - T1)
Fig1.8 T-S Diagram Of Carnot Cycle

1.6.ENGINE CONSTRUCTION:
Fig 1.9 Construction Details Of I.C Engine
1.6.1.Components of I.C engine

1.6.1.1.Cylinder block:
The cylinder block is the main body of the engine, the structure that supports all the other
components of the engine. In the case of the single cylinder engine the cylinder block houses the
cylinder, while in the case of multi-cylinder engine the number of cylinders are cast together to
form the cylinder block. The cylinder head is mounted at the top of the cylinder block.
When the vehicle runs, large amounts of heat are generated within the cylinder block. To
remove this heat the cylinder block and the cylinder head are cooled by water flowing through the
water jackets within larger engines such as those found in cars and trucks. For smaller vehicles like
motorcycles, fins are provided on the cylinder block and on the cylinder head to cool them. The
bottom portion of the cylinder block is called a crankcase.
Within the crankcase is where lubricating oil, which is used for lubricating various moving
parts of the engine, is stored.
Fig1.10 Cyclinder Block
1.6.1.2. Cylinder:
As the name suggests it is a cylindrical shaped vessel fitted in the cylinder block. This
cylinder can be removed from the cylinder block and machined whenever required to. It is also
called a liner or sleeve. Inside the cylinder the piston moves up and down, which is called the
reciprocating motion of the piston. Burning of fuel occurs at the top of the cylinder, due to which
the reciprocating motion of the piston is produced. The surface of the cylinder is finished to a high
finish, so that there is minimal friction between the piston and the cylinder.
1.6.1.3.Piston:
The piston is the round cylindrical component that performs a reciprocating motion inside
the cylinder. While the cylinder itself is the female part, the piston is the male part. The piston fits
perfectly inside the cylinder. Piston rings are fitted over the piston. The gap between the piston and
the cylinder is filled by the piston rings andlubricating oil. The piston is usually made up of
aluminum
Fig1.11 Piston AndCyclinder Assembly

1.6.1.4.Piston rings:
The piston rings are thin rings fitted in the slots made along the surface of the
piston. It provides a tight seal between the piston and the cylinder walls that prevents
leaking of the combustion gases from one side to the other. This ensures that that motion
of the piston produces as close as to the power generated from inside the cylinder.
Fig1.12 Piston Ring

1.6.1.5.Combustion chamber:
It is in the combustion chamber where the actual burning of fuel occurs. It is theuppermost
portion of the cylinder enclosed by the cylinder head and the piston. When the fuel is burnt, much
thermal energy is produced which generates excessively high pressures causing the reciprocating
motion of the piston.
1.6.1.6.Inlet manifold:
Through the inlet manifold the air or air-fuel mixture is drawn into the cylinder.
1.6.1.7.Exhaust manifold:
All the exhaust gases generated inside the cylinder after burning of fuel are discharged
through the exhaust manifold into the atmosphere.
1.6.1.8.Inlet and exhaust valves:
The inlet and the exhaust valves are placed at the top of the cylinder in the cylinder head.
The inlet valve allows the intake of the fuel during suction stroke of the piston and to close
thereafter. During the exhaust stroke of the piston the exhaust valves open allowing the exhaust
gases to release to the atmosphere. Both these valves allow the flow of fuel and gases in single
direction only.
1.6.1.9.Spark plug:
The spark plug is a device that produces a small spark that causes the instant burning of the
pressurized fuel.
1.6.1.10.Connecting rod:
It is the connecting link between the piston and the crankshaft that performs the rotary
motion. There are two ends of the connecting rod called the small end and big end. The small end
of the connecting rod is connected to the piston by gudgeon pin, while the big end is connected to
crankshaft by crank pin
Fig1.13 Connecting Rod

1.6.1.11.Crankshaft:
The crankshaft performs the rotary motion. It is connected to the axle of the wheels which
move as the crankshaft rotates. The reciprocating motion of the piston is converted into the rotary
motion of the crankshaft with the help of connecting rod. The crankshaft is located in the
crankcase and it rotates in the bushings.
Fig1.14. .Crankshaft
1.6.1.12.Camshaft:
It takes driving force from crankshaft through gear train or chain and operates the inlet
valve as well as exhaust valve with the help of cam followers, push rod and rocker arms.
Fig1.15. Camshaft
1.6.1.13.Cylinder Head:
The cylinder head placed above the cylinders and consists of a platform containing part of
the combustion chamber and the location of the valves and spark plugs
1.6.1.14.Flywheel:
The flywheel consists of varying weights on opposite sides of the engine's crankshaft. Once
the crankshaft makes a full rotation, the varying weights of the flywheel, which are evenly spread
out on the crankshaft, will keep the pistons moving up and down. The flywheel will stop rotating
once the electrical power is cut to the engine
1.7 COOLING SYSTEM
1.7.1.Air Cooled System:
Air cooled system is generally used in small engines say up to 15-20 Kw and in aero
plane engines. In this system fins or extended surfaces are provided on the cylinder walls,
cylinder head, etc. Heat generated due to combustion in the engine cylinder will be conducted to
the fins and when the air flows over the fins, heat will be dissipated to air. The amount of heat
dissipated to air depends upon : (a) Amount of air flowing through the fins. (b) Fin surface area. I
Thermal conductivity of metal used for fins.
Fig1.16 Cylinder With Fins

Air-cooling is used in small engines and portable engines by providing fins on the cylinder. Big diesel engines are
always liquid (water/special liquid) cooled.
Advantages of Air Cooled System

Following are the advantages of air cooled system:
(a)Radiator/pump is absent hence the system is light.
(b) In case of water cooling system there are leakages, but in this case there are no
leakages.
(c) Coolant and antifreeze solutions are not required.
(d) This system can be used in cold climates, where if water is used it may freeze.
Disadvantages of Air Cooled System
(a) Comparatively it is less efficient.
(b) It is used only in aero planes and motorcycle engines where the engines are exposed to air
directly
1.7.2.Water Cooling System:
In this method, cooling water jackets are provided around the cylinder, cylinder
head, valve seats etc. The water when circulated through the jackets, it absorbs heat of combustion.
This hot water will then be cooling in the radiator partially by a fan and partially by the flow
developed by the forward motion of the vehicle. The cooled water is again recirculated through the
water jackets
Liquid cooling system is further classified as
(1)Thermo Siphon System
(2)Pump Circulation System
(3) Open cooling system
(4) Natural circulation (Thermo-system)
(5) Forced circulation system
(6) Evaporation cooling system
1.Thermo Siphon System:

In this system the circulation of water is due to difference in
temperature (i.e. difference in densities) of water. So in this system pump is not required but
water is circulated because of density difference only.
Fig 1.17.Thermo Siphon System

2.Pump Circulation System:
In this system circulation of water is obtained by a pump. This pump is driven by means of
engine output shaft through V-belts
Fig 1.18.Pump Circulation System
3.Open Cooling System

This system is applicable only where plenty of water is available. The water from the
storage tank is directly supplied through an inlet valve to the engine cooling water jacket. The hot
water coming out of the engine is not cooled for reuse but it is discharged
4.Natural Circulation System
The system is closed one and designed so that the water may circulate naturally because of
the difference in density of water at different temperatures. Fig. 8.14 shows a natural
circulation cooling system. It consists of water jacket, radiator and a fan. When the water is
heated, its density decreases and it tends to rise, while the colder molecules tend to sink.
Circulation of water then is obtained as the water heated in the water jacket tends to rise and the
water cooled in the radiator with the help of air passing over the radiator either by ram effect or by
fan or jointly tends to sink. Arrows show the direction of natural circulation, which is slow.
Fig 1.19. Natural Circulation System
5.Forced Circulation Cooling System

Fig.1.19 shows forced circulation cooling system that is closed one. The system consists of
pump, water jacket in the cylinder, radiator, fan and a thermostat. The coolant (water or synthetic
coolant) is circulated through the cylinder jacket with the help of a pump, which is usually a
centrifugal type ,and driven by the engine. The function of thermostat, which is fitted in the upper
hose connection initially, prevents the circulation of water below a certain temperature (usually
upto 85C) through the radiation so that w ater gets heated up quickly Standby diesel power plants
upto 200 kVA use this type of cooling. In the case of bigger plant, the hot water is cooled in a
cooling tower and recirculated again. There is a need of small quantity of cooling make-up water
Fig 1.19. Forced Circulation Cooling System
1.8.LUBRICATION SYSTEM
Since frictional forces causes wear and tear of rubbing parts of the engine and thereby the
life of the engine is reduced. So the rubbing part requires that some substance should be introduced
between the rubbing surfaces in order to decrease the frictional force between them. Such
substance is called lubricant. The lubricant forms a thin film between the rubbing surfaces. And
lubricant prevents metalto- metal contact. So we can say Lubrication is the admission of oil
between two surface having relative motion.
The main function of lubricant is to,
1. To reduce friction and wear between the parts having relative motion by minimizing the
force of friction and ensures smooth running of parts.
2. To seal a space adjoining the surfaces such as piston rings and cylinder liner.
3. To clean the surface by carrying away the carbon and metal particles caused by wear.
4. To absorb shock between bearings and other parts and consequently reduce noise.
5. To cool the surfaces by carrying away heat generated due to friction.
6. It helps the piston ring to seal the gases in the cylinder.
7. It removes the heat generated due to friction and keeps the parts cool. The
various parts of an engine requiring lubrication are;
1. Cylinder walls and pistons.
2. Main crankshaft bearings.
3. Piston rings and cylinder walls.
4. Big end bearing and crank pins.
5. Small end bearing and gudgeon pin bearings.
6. Main bearing cams and bearing valve tappet and guides
7. Timing gears etc.
8. Camshaft and cam shaft bearings.
9. Valve mechanism and rocker arms.
A good lubricant should possess the following properties:
1. It should not change its state with change in temperature.
2. It should maintain a continuous film between the rubbing surfaces.
3. It should have high specific heat so that it can remove maximum amount of heat.
4. It should be free from corrosive acids.
5. The lubricant should be purified before it enters the engine.
6. It should be free from dust, moisture, metallic chips, etc.
7. The lubricating oil consumed is nearly 1% of fuel consumption.
8. The lubricating oil gets heated because of friction of moving parts and should be cooled
before recirculation.
The cooling water used in the engine may be used for cooling the lubricant. Nearly 2.5% of heat
of fuel is dissipated as heat, which is removed by the lubricating oil.
The various lubricants used in engines are of three types:
1. Liquid Lubricants or Wet sump lubrication system.
2. Solid Lubricants or Dry sump lubrication system.
3. Semi-solid Lubricants or Mist lubrication system.
Liquid oils lubricants are most commonly used.
Liquid lubricants are of two types:
(a) Mineral oils
(b) Fatty oils.
Graphite, white lead and mica are the solid lubricants.

Semi solid lubricants or greases as they are often called are made from mineral oils and fatty-oil
1.8.1.Liquid Lubricants Or Wet Sump Lubrication System:
These systems employ a large capacity oil sump at the base of crank chamber, from which
the oilis drawn by a low-pressure oil pump and delivered to various parts. Oil then gradually
returns back to the sump after serving the purpose.
(a) Splash system:
This system is used on some small four strokes, stationary engines. In this
case the caps on the big ends bearings of connecting rods are provided with scoops which, when
the connecting rod is in the lowest position, just dip into oil troughs and thus directs the oil through
holes in the caps to the big end bearings. Due to splash of oil it reaches the lower portion of the
cylinder walls, crankshaft and other parts requiring lubrication. Surplus oil eventually
flows back to the oil sump. Oil level in the troughs is maintained by means of an oil pump which
takes oil from sump, through a filter. Splash system is suitable for low and medium speed engines
having moderate bearing load pressures. For high performance engines, which normally operate at
high bearing pressures and rubbing speeds this system does not serve the purpose.
(b) Semi-pressure system:
This method is a combination of splash and pressure systems. It incorporates the
advantages of both. In this case main supply of oil is located in the base of crank chamber. Oil is
drawn from the lower portion of the sump through a filter and is delivered by means of a gear
pump at pressure of about 1 bar to the main bearings. The big end bearings are lubricated by means
of a spray through nozzles. Thus oil also lubricates the cams, crankshaft bearings, cylinder walls
and timing gears. An oil pressure gauge is provided to indicate satisfactory oil supply. The system
is less costly to install as compared to pressure system. It enables higher bearing loads and engine
speeds to be employed as compared to splash system.
Fig 1.20. Semi-pressure system
(c) Full pressure system:
In this system, oil from oil sump is pumped under pressure to the various parts requiring
lubrication. Refer Fig.1.20. The oil is drawn from the sump through filter and pumped by means of
a gear pump. The pressure pump at pressure ranging delivers oil from 1.5 to 4 bar. The oil under
pressure is supplied to main bearings of crankshaft and camshaft. Holes drilled through the main
crankshafts bearing journals, communicate oil to the big end bearings and also small end bearings
through holes drilled in connecting rods. A pressure gauge is provided to confirm the circulation of
oil to the various parts. A pressure-regulating valve is also provided on the delivery side of this
pump to prevent excessive pressure This system finds favour from most of the engine
manufacturers as it allows high bearing pressure and rubbing speeds. The general arrangement of
wet sump lubrication system is shown in Fig1.21 In this case oil is always contained in the sump
that is drawn by the pump through a strainer
Fig 1.20. Full pressure system
Fig 1.21. Wet Sump Lubrication System

1.8.2.Solid Lubricants Or Dry Sump Lubrication System:
Refer Fig1.22. In this system, the oil from the sump is carried to a separate storage tank
outside the engine cylinder block. The oil from sump is pumped by means of a sump pump through
filters to the storage tank. Oil from storage tank is pumped to the engine cylinder through oil
cooler. Oil pressure may vary from 3 to 8 kgf/cm2. Dry sump lubrication system is generally
adopted for high capacity engines.
Fig 1.22. Dry Sump Lubrication System
1.8.3.MIST LUBRICATION SYSTEM

This system is used for two stroke cycle engines. Most of these engines are crank charged,
i.e., they employ crank case compression and thus, are not suitable for crank case lubrication.
These engines are lubricated by adding 2 to 3 per cent lubricating oil in the fuel tank. The oil and
fuel mixture is induced through the carburator. The gasoline is vaporized; and the oil in the form of
mist, goes via crankcase into the cylinder. The oil that impinges on the crank case walls lubricates
the main and connecting rod bearings, and rest of the oil that passes on the cylinder during
charging and scavenging periods, lubricates the piston, piston rings and the cylinder.
1.9.TURBO CHARGER
Engine power is proportional to the amount of air and fuel that can get into the cylinders.
All things being equal, larger engines flow more air and as such will produce more power. If we
want our small engine to perform like a big engine, or simply make our bigger engine produce
more power, our ultimate objective is to draw more air into the cylinder. By installing a Garrett
turbocharger, the power and performance of an engine can be dramatically increased.
Fig 1.23. Turbo Charger
The components that make up a typical turbocharger system are:
The air filter (not shown) through which ambient air passes before entering the compressor (1)
The air is then compressed which raises the airs density (mass / unit volume) (2)
Many turbocharged engines have a charge air coole r (aka intercooler) (3) that cools the
compressed air to further increase its density and to increase resistance to detonation
After passing through the intake manifold (4), th e air enters the engines cylinders, which contain
a fixed volume. Since the air is at elevated density, each cylinder can draw in an increased mass
flow rate of air. Higher air mass flow rate allows a higher fuel flow rate (with similar air/fuel ratio).
Combusting more fuel results in more power being produced for a given size or displacement After
the fuel is burned in the cylinder it is exhausted during the cylinders exhaust stroke in to the
exhaust manifold (5)
The high temperature gas then continues on to the turbine (6). The turbine creates
backpressure on the engine which means engine exhaust pressure is higher than
atmospheric pressure
A pressure and temperature drop occurs (expansion) across the turbine (7), which harnesses the
exhaust gas energy to provide the power necessary to drive the compressor
1.10.ENGINE MANAGEMENT AND EMISSION CONTROL SYSTEMS
General information
To prevent pollution of the atmosphere from incomplete combustion or evaporation of the
fuel, and to maintain good driveability and fuel economy, a number of emission control systems
are used on these vehicles. Not all of these systems are fitted to all models, but they include the
following: Catalytic converter Evaporative emission control (EVAP) system Positive crankcase
ventilation (PCV) system Electronic engine management The Sections in this Chapter include
general descriptions and checking procedures within the scope of the home mechanic, as well as
component renewal procedures (when possible) for each of the systems listed above. Before
assuming that an emissions control system is malfunctioning, check the fuel and ignition systems
carefully. The diagnosis of some emission control devices requires specialised tools, equipment
and training. If checking and servicing become too difficult, or if a procedure is beyond your
ability
1.10.1.Electronic control unit (ECU)

1. The Electronic Control Unit (ECU) is located either inside the passenger compartment
under the right-hand side of the facia panel on 3-Series models, or in the engine
compartment on the right-hand side on 5- Series models .
2. Disconnect the battery negative cable.
3 .First remove the access cover on models with the ECU on the right-hand side of
theengine compartment
4.If the ECU is located inside the vehicle, remove the access cover on the right-hand side.
5. Unplug the electrical connectors from the ECU.
6. Remove the retaining bolts from the ECU bracket.
7. Carefully remove the ECU
8.Refitting is a reversal of removal
1.10.2.Information sensors
Coolant temperature sensor General description
The coolant temperature sensor is a thermistor (a resistor which varies its resistance value
in accordance with temperature changes). The change in the resistance value regulates the amount
of voltage that can pass through the sensor. At low temperatures, the sensors resistance is high. As
the sensor temperature increases, its resistance will decrease. Any failure in this sensor circuit will
in most cases be due to a loose or shorted-out wire; if no wiring
problems are evident, check the sensor as described below.
Check
To check the sensor, first check its resistance when it is completely cold (typically 2100 to
2900 ohms). Next, start the engine and warm it up until it reaches operating temperature. The
resistance should be lower (typically 270 to 400 ohms).
Oxygen sensor
The oxygen sensor, which is located in the exhaust system monitors the oxygen content of
the exhaust gas. The oxygen content in the exhaust reacts with the oxygen sensor, to produce a
voltage output which varies from 0.1 volts (high oxygen, lean mixture) to 0.9 volts (low
oxygen, rich mixture). The ECU constantly monitors this variable voltage output to determine the
ratio of oxygen to fuel in the mixture. The ECU alters the air/fuel mixture ratio by controlling the
pulse width (open time) of the fuel injectors. A mixture ratio of 14.7 parts air to 1 part fuel is the
ideal mixture ratio for minimising exhaust emissions, thus allowing the catalytic converter to
operate at maximum efficiency. It is this ratio of 14.7 to 1 which the ECU and the oxygen sensor
attempt to maintain at all times. These oxygen sensor terminal designations are for the harness side
only. Use the corresponding terminals on the sensor side for the testing procedures (there are three
different four-wire oxygen sensor connectors available - dont get them mixed up)
Fig 1.24.Oxygen sensor
1.10.3.Throttle Position Sensor (TPS)

The Throttle Position Sensor (TPS) is located on the end of the throttle shaft on the throttle
body. By monitoring the output voltage from the TPS, the ECU can determine fuel delivery based
on throttle valve angle (driver demand). In this system, the TPS acts as a switch rather than a
potentiometer. One set of throttle valve switch contacts is closed (continuity) only at idle. A second
set of contacts closes as the engine approaches full-throttle. Both sets of contacts are open (no
continuity) between these positions. A broken or loose TPS can cause intermittent bursts of fuel
from the injector and an unstable idle, because the ECU thinks the throttle is moving
Fig 1.25.Throttle Position Sensor
1.10.4.Airflow meter
The airflow meter is located on the air intake duct. The airflow meter measures the amount of air
entering the engine. The ECU uses this information to control fuel delivery. A large volume of air
indicates acceleration, while a small volume of air indicates deceleration or idle. For all the
diagnostic checks and renewal procedures for the airflow meter
1.10.5.Ignition timing sensors
Ignition timing is electronically-controlled on Motronic systems, and is not adjustable. During
starting, a crankshaft position sensor relays the crankshaft position to the ECU, and an initial
baseline ignition point is determined. Once the engine is running, the ignition point is continually
changing based on the various input signals to the ECU. Engine speed is signalled by a speed
sensor. Early Motronic systems have the reference sensor and the speed sensor mounted on the bell
housing over the flywheel. Later Motronic systems have a single sensor (pulse sensor) mountedover
the crankshaft pulley. This sensor functions as a speed sensor as well as a
position sensor.
1.10.6.Positive crankcase ventilation (PCV) system
` The Positive Crankcase Ventilation (PCV) system reduces hydrocarbon emissions by scavenging
crankcase vapours. It does this by circulating blow-by gases and then re-routing them to the intake
manifold by way of the air cleaner. This PCV system is a sealed system. The crankcase blow-by
vapours are routed directly to the air cleaner or air collector with crankcase pressure behind them
Thevapour is not purged with fresh air on most models or filtered with a flame trap like most
conventional systems. There are no conventional PCV valves fitted on these systems - just a hose
The main components of the PCV system are the hoses that connect the valve cover to the
throttle body or air cleaner. If abnormal operating conditions (such as piston ring problems) arise,
the system is designed to allow excessive amounts of blow-by gases to flow back through the
crankcase vent tube into the intake system, to be consumed by normal combustion Since these
models dont use a filtering element, its a good idea to check the PCV system passageways for
clogging from sludge and combustion residue
1.10.7.Evaporative emissions control (EVAP) system

1.When the engine isnt running, the fuel in the fuel tank evaporates to some extent,
creating fuel vapour. The evaporative emissions control system stores these fuel vapours in a
charcoal canister. When the engine is cruising, the purge control valve is opened slightly, and a
small amount of fuel vapour is drawn into the intake manifold and burned. When the engine is
starting cold or idling, the purge valve prevents any vapours from entering the intake manifold and
causing excessively-rich fuel mixture
2.Two types of purge valve are used; electrically-operated or vacuum-operated. To find
outwhich type is on your vehicle, follow the hose from the charcoal canister until you locate the
purge valve. Some are located on the intake manifold, and others near the charcoal canister. Look
for either an electrical connector, or vacuum lines, to the purge valve.
Fig 1.25.Evaporative emissions control system
Fig 1.26.Diagram of the EVAP system on the M10 engine

1.10.8.Catalytic converter
To reduce emissions of un burnt hydrocarbons (HC), carbon monoxide (CO) and oxides of
nitrogen (NOx), the later vehicles covered by this manual are equipped with a catalytic converter
The converter contains a ceramic honeycomb coated with precious metals, which speed up the
reaction between the pollutants listed previously and the oxygen in the exhaust gas.
The pollutants are oxidised to produce water (H2O), nitrogen and carbon dioxide (CO2).
Visually examine the converter(s) for cracks or damage. Make sure all nuts and bolts are tight.
Inspect the insulation cover (if applicable) welded onto the converter - it should not be loose. Start
the engine and run it at idle speed. Check for exhaust gas leakage from the converter flanges.
Check the body of each converter for holes
Fig 1.26.3 Way Catalytic converter

1.11.POLLUTION AND ITS CONTROL
The atmosphere consists of a mixture of gases that completely surround the earth. It
extends to an altitude of 800 to 1000 kms above the earths surface, but is deeper at the equator and
shallow at the poles. About 99.9% of the mass occurs below 50 km and 0.0997% between 50 and
100 km altitude. Major polluting gases/particles are confined to the lowermost layer of atmosphere
known as Troposphere. That extends between 8 and 16 kms above the earth surface. The main
sources of atmospheric pollution may be summarized as follows:
(a) The combustion of fuels to produce energy for heating and power generation both in the
domestic sector as well as in the industrial sector.
(b) The exhaust emissions from the transport vehicles that use petrol, or diesel oil etc.
(c) Waste gases, dust and heat from many industrial sites including chemical
manufacturers, electrical power generating stations etc
Road vehicles are the second major source of pollution. They emit CO, HCs, NOx, SO2, and
other toxic substances such as TSP and lead. Diesel engines are much less polluting than petrol
engines. Both types of engines are not very efficient converters of fuel energy. However, diesel
types, with a conversion efficiency of around 30%, must be more efficient and use less fuel than
petrol types with 15- 20% conversion efficiency. Both types of engines have incomplete
combustion of fuel so the major pollutant is CO, amounting to 91% by weight of all vehicle
emissions. The primary pollutants produced in vehicle emissions undergo a series of complex
interrelated chemical reactions in the troposphere and lower stratosphere to form secondary
products. Four factors make pollution from the vehicles more serious in developing countries.
(1) Poor quality of vehicles creating more particulates and burning fuels inefficiently.
(2) Lower quality of fuel being used leads to far greater quantities of pollutants.
(3) Concentration of motor vehicles in a few large cities
(4) Exposure of a larger percentage of population, that lives and moves in the open.
1.11.1.Chemistry Of SI Engine Combustion:
In a Spark ignition engine a perfectly mixed air fuel mixture enters the engine during
suction stroke. The charge is compressed well and at the end of end of compression stroke, the
charge is ignited by means of spark from spark plug. The air fuel mixture is delivered to engine by
means of carburettor.
The quantity and quality of charge entering the engine is controlled according to the engine
speed and load conditions.
SI ENGINE ENGINE EMISSIONS
The emissions form gasoline powered automobiles are mainly
1. Unburned Hydro Carbons
2. Carbon monoxide
3. Oxides of nitrogen
4. Oxides of sulphur and
5. Particulates including smoke
1.11.2.Pollutant Formation In Si Engine

(1) Unleaded Petrol:
With the gradual reduction of lead content in petrol and finally supply of unleaded petrol
for all vehicles from Sept. 1998 in the capital city of Delhi, a lethal pollutant from vehicular
exhaust has been removed. The lead content in the atmosphere near traffic intersections of Delhi
has reduced by more than 60% with this measure.
(2) Sulphur in diesel:
The sulphur content in the diesel supplied has been reduced from 0.5% in 1996 to 0.25% in
1997 so as to meet the EURO-II norms.
(3) Tightening of the Vehicular Emission Norms:
From 1995 new passenger cars were allowed to register only if they were fitted with
catalytic converters. Emission norms for such cars were tightened by 50% as compared to 1996
norms. With the recent directions of the Hon'ble Supreme Court, passenger cars (both petrol and
diesel) are required to meet atleast EURO-I norms in June 1999 and from Apr. 2000 only such
vehicles meeting EURO-III norms will be permitted to register in the NCR of Delhi. CNG operated
vehicles are also permitted by the Supreme Court directions.
(4) 2-T Oil for Two Stroke Engines:
From 1.04.99, on the recommendations of CPCB, the low smoke 2T oil became effective.
To prevent the use of 2T oil in excess of the required quantity premixed 2T oil dispensers have
been installed in all the petrol filling stations. Sale of loose 2T oil has also been banned from Dec.
1998.
(5) Phasing out of Grossly Polluting Vehicles:
On CPCBs recommendations initially 20 yr. old vehicles were prohibited from plying from
Dec.1998, followed by phasing out of 17 yr. old vehicles from Nov. 1998 and 15 yr. old from Dec.
1998
(6) Hydrocarbons:
Hydrocarbon exhaust emission may arise from three sources as
a. Wall quenching
b. Incomplete combustion of charge
c. Exhaust scavenging in 2-stroke engines
In an automotive type 4-stroke cycle engine, wall quenching is the predominant source of exhaust
hydrocarbon under most operating conditions.
a)Wall quenching:
The quenching of flame near the combustion chamber walls is known as wall quenching.
This is a combustion phenomenon which arises when the flame tries to propagate in the vicinity of
a wall. Normally the effect of the wall is a slowing down or stopping of the reaction.
Because of the cooling, there is a cold zone next to the cooled combustion chamber walls.
This region is called the quench zone. Because of the low temperature, the fuel-air mixture fails to
burn and remains unburned.
Due to this, the exhaust gas shows a marked variation in HC emission. The first gas that
exits is from near the valve and is relatively cool. Due to this it is rich in HC. The next part of gas
that comes is from the hot combustion chamber and hence a low HC concentration. The last part of
the gas that exits is scrapped off the cool cylinder wall and is relatively cool. Therefore it is also
rich in HC emission.
b)Incomplete combustion:
Under operating conditions, where mixtures are extremely rich or lean, or exhaust gas
dilution is excessive, incomplete flame propagation occurs during combustion and results in
incomplete combustion of the charge.
Normally, the carburettor supplies air fuel mixture in the combustible range. Thus
incomplete combustion usually results from high exhaust gas dilution arising from high vacuum
operation such as idle or deceleration.
However during transient operation, especially during warm up and deceleration it is
possible that some times too rich or too lean mixture enters the combustion chamber resulting in
very high HC emission.
Factors which promote incomplete flame propagation and misfire include:
a. Poor condition of the ignition system, including spark plug
b. Low charge temperature
c. Poor charge homogeneity
d. Too rich or lean mixture in the cylinder

e. Large exhaust residual quantity
f. Poor distribution of residuals with cylinder
Carburetion and mixture preparation, evaporation and mixing in the intake manifold,
atomization at the intake valve and swirl and turbulence in the combustion chamber are some
factors which influence gaseous mixture ration and degree of charge homogeneity including
residual mixing.
The engine and intake system temperature resulting from prior operation of the engine
affect charge temperature and can also affect fuel distribution.
Valve overlap, engine speed, spark timing, compression ratio, intake and exhaust system
back pressure affect the amount and composition of exhaust residual. Fuel volatility of the fuel is
also one of the main reasons.
c)Scavenging:
In 2-stroke engine a third source of HC emission results from scavenging of the cylinder
with fuel air mixture. Due to scavenging part of the air fuel mixture blows through the cylinder
directly into exhaust port and escapes combustion process completely. HC emission from a 2Stroke petrol engine is comparatively higher than 4-Stroke petrol engine.
(7)Carbon monoxide:
Carbon monoxide remains in the exhaust if the oxidation of CO to CO 2 is not complete.
This is because carbon monoxide is an intermediate product in the combustion process. Generally
this is due to lack of sufficient oxygen. The emission levels of CO from gasoline engine are highly
dependent on A/F ratio.
The amount of CO released reduces as the mixture is made leaner. The reason that the CO
concentration does not drop to zero when the mixture is chemically correct and leaner arises from a
combination of cycle to cycle and cylinder to cylinder mal distribution and slow CO reaction
kinetics. Better carburetion and fuel distribution are key to low CO emission in addition to
operating the engine at increased air-fuel ratio.
(8)Oxides of Nitrogen:
Nitric oxide is formed within the combustion chamber at the peak combustion
temperature and persists during expansion and exhaust in non-equilibrium amount. Upon
exposure to additional oxygen in the atmosphere, nitrogen dioxide ( NO 2) and other oxides may
be formed.
It should be noted that although many oxides of nitrogen may be also formed in low
concentrations like, Nitrogen trioxide (N 2O3 ), Nitrogen pent oxide (N 2O5 ) etc., they are
unstable compounds and may decompose spontaneously at ambient condition to nitrogen
dioxide.
A study of the equilibrium formation of the different nitrogen oxides showed that No is
the only compound having appreciable importance with respect to engine combustion. In engine
terminology an unknown mixture or nitrogen oxides usually NO and NO 2 is known as NOx. It is
expected that higher temperature and availability of oxygen would promote the formation of
oxides of nitrogen.
Mechanism of NO formation:
The nitric oxide formation during the combustion process is the result of group of
elementary reaction involving the nitrogen and oxygen molecules. Different mechanism
proposed are discussed below.
a. Simple reaction between N2 and O2
N2 + O2
2 NO
This mechanism proposed by Eyzat and Guibet predicts NO concentrations much lower
that those measured in I.C engines. According to this mechanism, the formation process is too
slow for NO to reach equilibrium at peak temperatures and pressures in the cylinders.
b. Zeldovich Chai Reaction mechanism:
O2
2 O ------------- ( 1)
O + N2
NO + N ------( 2 )
N + O2
NO + O ------( 3 )
The chain reactions are initiated by the equation ( 2 ) by the atomic oxygen, formed in
equation ( 1 ) from the dissociation of oxygen molecules at the high temperatures reached in the
combustion process. Oxygen atoms react with nitrogen molecules and produces NO and nitrogen
atoms. In the equation ( 3 ) the nitrogen atoms react with oxygen molecule to form nitric oxide
and atomic oxygen.
According to this mechanism nitrogen atoms do not start the chain reaction because their
equilibrium concentration during the combustion process is relatively low compared to that of
atomic oxygen. Experiments have shown that equilibrium concentrations of both oxygen atoms
and nitric oxide molecules increase with temperature and with leaning of mixtures. It has also
been observed that NO formed at the maximum cycle temperature does not decompose even
during the expansion stroke when the gas temperature decreases.
In general it can be expected that higher temperature would promote the formation of NO
by speeding the formation reactions. Ample O2 supplies would also increase the formation of
NO. The NO levels would be low in fuel rich operations, i.e. A/F 15, since there is little O 2 left
to react with N2 after the hydrocarbons had reacted.
The maximum NO levels are formed with AFR about 10 percent above stoichiometric. More air
than this reduces the peak temperature, since excess air must be heated from energy released
during combustion and the NO concentration fall off even with additional oxygen.
Measurements taken on NO concentrations at the exhaust valve indicate that the
concentration rises to a peak and then fall as the combustion gases exhaust from the cylinder.
This is consistent with the idea that NO is formed in the bulk gases. The first gas exhausted is
that near the exhaust valve followed by the bulk gases. The last gases out should be those from
near the cylinder wall and should exhibit lower temperatures and lower NO concentration.
(9)Particulate matter and Partial Oxidation Products:
Organic and inorganic compounds of higher molecular weights and lead compounds
resulting from the use of TEL are exhausted in the form of very small size particles of the order
of 0.02 to 0.06 microns. About 75% of the lead burned in the engine is exhausted into the
atmosphere in this form and rest is deposited on engine parts.
Some traces of products of partial oxidation are also present in the exhaust gas of which
formaldehyde and acetaldehyde are important. Other constituents are phenolic acids, ketones,
ethers etc., These are essentially products of incomplete combustion of the fuel.
Flame Quenching:
The phenomenon of flame quenching at the engine walls and the resulting unburned
layer of combustible mixture play a significant role in the overall problem of air pollution.
It has long been understood that a flame will not propagate through a narrow passage. It
has been found that the walls comprising the narrow passage quench the flame by acting as a
sink for energy. The minimum distance between two plates through which a flame will propagate
is defined as the quenching distance. The quenching distance is found to be a function of
pressure, temperature and reactant composition.
When a flame is quenched by a single wall as would be the case in the combustion
chamber of a S.I engine, the distance of the closest approach of the flame to the wall is smaller
than the quenching distance. This distance is called the dead space. In general, the dead space
has been assumed to range from 0.33 to1.0 of the quenching distance.
Friedman and Johnson, Green and Agnes, Gottenbery and others have made significant
work on this area. The following points are drawn from their experiments.
1. Essentially the expression for quenching distance is of the
form 1
qd = -------
P T
Where the values of and depends on the stoichiometry of the combustible mixture.
2. Lean mixtures have significantly large quenching distance than stoichiometry or rich
mixture at any given pressure.
3. There exist a direct linear relationship between the total exhausted hydrocarbon and
surface to volume ratio, a direct linear relationship between the representatives measured
quench distance and the quantity of unburned hydrocarbons in the combustion products.
4.
The quenching distance of copper, mica, glass and platinum surfaces were the same and
hence they concluded that the quenching effect was independent of the surface material.
5.
As the temperature of the wall increases, the flame can propagate closer to it. If high
temperature materials could be used to make the cylinder walls in an engine capable of
withstanding 800 C to 1200 C temperature, the quench layer thickness can be reduced to bring
down the concentration of hydrocarbons.
Danial proposed that the unburned hydrocarbons that are exhausted during the cruise and
acceleration modes are due to the quenching of flames by the walls of the combustion chamber
piston.
He measured the thickness of the dark zone between the flame and the combustion
chamber wall in a single cylinder engine that was fitted with a single quartz head. The dark zone
or dead space was measured by taking stroboscopic picture of successive cycle through the
quartz cylinder head, and he showed that the quantity of fuel trapped in the dead space was
sufficient to account for the unburned hydrocarbons emitted from the engine. He also reported
that the thickness of the dark zone was a function of temperature and pressure as referred by
Friedman and Johnson.
Tabaczynski proposed that there are four separate quench regions in the cylinder of a S.I
engine. As shown in fig 3.1, these four quench layers may be expected to be exhausted from the
cylinder at different times during the exhaust stroke. Regions 1 and 2 shown in the figure are the
head and side wall quench layers respectively. Region 3 represents the piston face quench layer
and region 4 corresponds to the quench volume between the cylinder wall, piston crown and first
compression ring.
It has been proposed that the head quench layer and part of the side wall quench layer
nearest the exhaust valve leave the cylinder when the exhaust valve opens. Due to the low flow
velocities near the piston face, the piston face quench layer will probably not leave the cylinder
at any time during the stroke. During the expansion stroke, the hydrocarbons from the crevice
between the piston crown and the first compression ring are laid along the cylinder wall.
As the piston begins its upward stroke, it has been shown that a vortex is formed which
scraps up the hydrocarbons along the wall and forces them to be exhausted near the end of the
exhaust stroke.
1.12.TWO MARK UNIVERSITY QUESTIONS:
1) What are the functions of frame?
2) List out the various materials used in the construction of chassis frames.
3) Write down any two main sections of vehicle construction.
4) What are two types of vehicle suspensions?
5) What loads are coming to axle?
6) What is the function of gear box?
7) Why you need a gear box?
8) Name the different kind of resistances to vehicle motion
9) Why is the frame narrow at front?
10) List out the various materials used in the construction of vehicle body
11) Why are the side members of the frame upswept at two places?
12)What is the function of a bumper?

13) What are the stresses to which the frame members are subjected to?
14) Name few components of engine.
15) What are the types of frames?
1.13.UNIVERSITY ESSAY QUESTIONS:
1) With a neat sketch explain about three way catalytic converter.
2) What do you know about emission norms? Discuss.
3) Explain the following terms:
(i)Load distribution in frames (ii) Frame types (iii) Frame materials (iv) Frame testing.
4) Explain the operation of typical turbo charger.
5) Draw the layout of an automobile and explain the components.
6)
List out the functions of frame in an automobile and explain any one type of semi
integral frame.
7) With the aid of neat sketch, explain the use of Gas Turbine for automobile use
8) Sketch and explain different types of lubrication systems used in automotive engines.
9) Compare the merits and demerits of a frameless construction with those of the
conventional framed construction.
10)Explain briefly about structure of passenger car with neat sketch. 11)
Discuss the various resistances to vehicle motion
12) Discuss the need of a gear box.
13)Explain any five components of engine with neat sketch.
14) Explain the materials used to manufacture the components of engine
15)Explain briefly the various types of chassis construction with suitable diagrams.
16) Discuss briefly the details of a two wheeler frame.
17)Explain integral and semi integral type vehicle body construction.
18) Discuss the methods of vehicle construction in detail AU2013
19) Describe the cooling and lubrication systems in automotive engine AU2013

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UNIT-I

VEHICLE STRUCTURE AND

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CHASSIS FRAME AND BODY

Layout of Chassis and its main Components

Main Components Of The Chassis

Functions Of The Chassis Frame

Various loads acting on the frame

Different bodies used in automobiles

Automobiles 1.4.2.1.According to Chassis design

Requirements of bodies for various types of vechile

Classification Based On Cycle Of Operation

Inlet and exhaust valves

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1.6.1.10. Connecting rod

Air Cooled System

Water Cooling System

Liquid Lubricants or Wet Sump Lubrication System

Solid Lubricants or Dry Sump Lubrication System

Mist Lubrication System

1.10. ENGINE MANAGEMENT AND EMISSION CONTROL SYSTEMS

1.10.3.Throttle Position Sensor(TPS)

Chemistry of SI Engine Combustion:

Pollutant Formation in Si Engine

1.12. UNIVERSITY TWO MARK QUESTIONS

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CHASSIS FRAME AND BODY

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Fig 1.1 Lay Out Of Chassis

1.2.2 .Main Components Of The Chassis:

Functions Of The Chassis Frame:

1. To carry load of the passengers or goods carried in the body.

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Fig1.2 Different Types Of Bodies For Different Vehicles

1.4.2.1.According to Chassis design the body can divided into

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5. It should offer minimum resistance to air.

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Fig 1.5.P-V Diagram

Fig 1.6. T-S Diagram

Fig1.7. P-V Diagram of Dual Cycle

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Fig1.8 T-S Diagram Of Carnot Cycle

Fig 1.9 Construction Details Of I.C Engine

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1.6.1.Components of I.C engine