Automotive Engineering

by
Dr S. A. Patil
Dy. General Manager, Academy, ARAI
 Top 20 Motor vehicle producing countries in
2013
Iran
Argentina
Slovakia
Turkey
Czech Rep.
Indonesia
UK
France
Spain
Russia
Canada
Thailand
Mexico
Brazil
India
South Korea
Germany
Japan
United States
China
0 5,000,000 10,000,000 15,000,000 20,000,000 25,000,000
CARS COMMERCIAL VEHICLES Source : OICA
 India Automotive Sector
Largest TRACTOR manufacturer
2nd Largest TWO WHEELER manufacturer
2nd Largest BUS manufacturer
5th Largest HEAVY TRUCK manufacturer
6th Largest CAR manufacturer
8th Largest COMMERCIAL VEHICLE manufacturer

Source : SIAM
A Growing Passenger Vehicle Production in
India
Globalization

Here, Now!
Liberalization
Moderate
De-Regulation
2
Liberalization

De-Licensing
0.7 Million
mill.
0.2
0.05 mill.
mill.
1980 1990 2000 2010
 Passenger Vehicles Production in
India

CAGR: Compound Annual Growth Rate Source: SIAM & ACMA Mckinsey
Report
Indian Vehicle Market in 2013

15%
4%
4%

77%
A Pessimistic Projection

Source: Segment Y Ltd.

 2000 2015
Vehicles on Road
(in million)
38.6 510
13.2 times
Sensors in Automobile
 Sensors in Automobile
Indoor/outdoor Passenger Occupancy
Fuel level
temperature sensors
Seat belt tension
Oil
sensor Rain sensor
Water coolant
temperature

Oxygen sensor

Accelerometer

Parking sensor

Speedometer
Odometer
GPS Tachometer
Radar sensor
Tire pressure monitor
Anti thief sensors Wheel speed
Vehicle Body & Accessories
Automobile Dashboard
Body in White
CAR BODY STYLES
Chassis
 Chassis Types
• A hat-shaped cross-member in the background, C-shape rails and
cross-member in center, and a slight arch over the axle.

• A chassis consists of an internal framework that supports a man-

made object. It is analogous to an animal's skeleton. An example of a
chassis is the under part of a motor vehicle, consisting of frame (on
which the body is mounted) with the wheels and machinery.
 Chassis Types
• In the case of vehicles, the term CHASSIS means frame
plus "running gear" like Engine, Transmission, Driveshaft,
Differential, and Suspension.
• A body (referred as "coachwork"), which is usually not
necessary for integrity of the structure, is built on the
chassis to complete the vehicle.
• Commercial vehicle manufacturers may have “chassis only”,
“cowl and chassis”, as well as "cab and chassis" versions
that can be outfitted with specialized bodies.
 Sub-Frame
• Sub-frames are
employed for THREE
basic reasons:
1. To isolate High
frequency Vibrations –
Rubber between Frame
and Sub-frame.
2. Isolate an inherently stiff
sub-assembly – Three
point mounting. (One in
Longitudinal axis @
which Frame TWISTS &
others in each axis)
3. Used to carry sub-
assemblies – (Like:
Front & rear
suspension)
 Integral Body Construction
• Positions of A, B, C Pillars: A sideways look at the car:
• An A-pillar is a name applied by car stylists and enthusiasts
to the shaft of material that supports the windshield
(windscreen) on either of the windshield frame sides. By
denoting this structural member as the A-pillar, and each
successive vertical support – B-pillar, C-pillar
Graphic shows common pillars
in Sedan,

Coupe

and

Wagon (or SUV car formats)

 Automotive Systems
A. POWER TRAIN SYSTEM
 POWER PLANT (POWER GENERATION-ENGINE)
 Engine
 Fuel system
 Intake system
 Exhaust system
 Cooling System
 Lubricating System
 DRIVE LINE (POWER TRANSMISSION)
 Clutch
 Gear box / Transmission
 Transfer Case
 Propeller shaft
 Differential
 Wheels / Tyres
 Automotive Systems
B. RUNNING SYSTEM
 Suspension
 Steering
 Brakes
C. COMFORT SYSTEM
 HVAC system
 Seating/ Upholstery /Facia/ Instruments
 Audio/ video/ GPS
Rear Wheel Drive Layout
Front Wheel Drive Layout
Four Wheel Drive Layout
 Components in Products

Product Number of parts

Rotary lawn 300
mower 12,000
Grand piano ≥15,000
Automobile ≥ 6,000,000
Boeing 747-400
 Types of Power Plant
• An Engine is a device which transforms
one form of energy into another form.
• Most Engines convert thermal energy
into mechanical work & therefore they
are called Heat Engines.
• Heat Engine is a device which
transforms the chemical energy of a fuel
into thermal energy & utilizes this
thermal energy to perform useful work.
• Thus thermal energy is converted to
mechanical energy in a Heat Engine.
Heat Engines
 Engine Classification
Engines

Internal Combustion Engines External Combustion Engines

Spark Ignition Engines Compression Ignition Engines

Carburettor CFI PFI GDI IDI DI

Classification of Heat Engines
 Heat Engines
• Of the various types of heat engines,
the most widely used ones are

 Reciprocating internal combustion

engine,
 Gas turbine and
 Steam turbine
 Piston Engines
Piston Engines are machines in which energy is
transferred from a fluid (a gas or liquid) to a moving
displacer (e.g. a piston) or from piston to the fluid.
Periodically changing working chamber because of
motion of piston is the characteristic of the Piston
Engine.
Reciprocating piston engines has a cylindrical piston that
moves between two extreme positions called “ dead
centers “, thus varying the working chamber.
Rotary piston engine has a rotating displacer varying the
working chamber.
 Combustion Engines
Combustion Engines are machines in which chemical
energy is converted to mechanical energy as a result of the
combustion of an ignitable mixture of air and fuel.
External Combustion Engines
Piston engines in which combustion (of air and fuel)
occurs outside the cylinder and the products of combustion
are entered into the cylinder to convert heat energy into
mechanical energy inside the cylinder
Internal Combustion Engines
Piston engines in which combustion (of air and fuel) and
conversion of heat energy into mechanical energy occurs
inside the cylinder
 External Combustion Engines

• Stirling
Engine
 Internal Combustion Engines
Two-stroke Engines

Figure 3-3 Two stroke engine

Four-stroke Engines
 I.C. Engines
 The working fluid is air which is the source of oxygen
necessary for combustion of fuel fed into the cylinder.
 Fuel and air are mixed internal or external to the
working chamber called cylinder.
 Combustion of fuel produce heat energy which works
on reciprocating piston.
 Mechanical work done on reciprocating piston is
converted to useful rotary motion through a crank-slider
system.
 Combustion of fuel produce waste gases, which are
replaced prior to every working cycle, called “gas
exchange”
 Classification of I.C. Engines
 Combustion Process
 Fuel
 Working cycle
 Mixture formation
 Gas exchange control system
 Charging system
 Configuration / Design
 Ignition system
 Cooling system
 Load adjustment / control system
 Speed range
 Application / Purpose
 Classification of I.C. Engines
 Combustion Process
Otto cycle, diesel cycle, Combined or dual cycle
 Fuel
Liquid fuels
gasoline, kerosene, ethanol, methanol, LNG, LPG, etc.
Diesel, bio-diesel, heavy fuel oils, etc.
Gaseous fuels
Methane (CH4), CNG, Hydrogen, etc.
Hybrid fuels
Gasoline + Ethanol, Diesel + Ethanol, Diesel + bio-diesel,
Diesel + CNG, CNG + Hydrogen (Hythane), etc.
 Working cycle
2-stroke, 4-stroke
 Classification of I.C. Engines
 Mixture formation
External Mixture, Internal Mixture
-Homogeneous mixture, heterogeneous mixture
- Manifold injection, Indirect injection, Direct injection
 Gas exchange control system
through slots or ports
through poppet valve
through slide valve
 Configuration / Design
Inline, V, W, Boxer (horizontal opposed), X, radial
Single cylinder, multi-cylinder
 Charging system
Natural aspiration
Supercharging
- Mechanical supercharging, exhaust turbo-charging
 Classification of I.C. Engines
 Ignition system
Supplied ignition (spark ignition)
Auto ignition (Compression ignition)

 Cooling system
Direct cooling ( air cooling ) – with and without fan
Indirect cooling ( liquid cooling )

 Load adjustment / control system

Quantity control ( constant air-fuel mixture ratio)
– quantity of mixture controlled
Quality control ( variable air-fuel mixture ratio )
– quantity of fuel OR quality of mixture ratio
controlled
 Classification of I.C. Engines
 Speed range
Low speed : upto 200 rpm for diesel engines

Medium speed : from 200 to 1000 rpm for large diesel engines
1000 – 4000 rpm for normal diesel engines
< 4000 rpm for gasoline engines

High speed : > 4000 rpm for gasoline & diesel engines

Sports & Racing : > 10000 rpm

 Application / Purpose
 Land based vehicles – road vehicles, off-road vehicles, rail
 Agricultural machines & vehicles – harvesting m/c, tractors
 Industrial
 Stationary
 Gen Set
 Marine
 Aircraft
 Engine Classifications…
1.Application.
2.Basic engine design
 Sizes of Engines
Millimeter-scale rotary MEMS.

A 2-stroke medium sized “diesel” engine. The

compression ratio adjusting screw can be seen
at the top pf the of the cylinder head.

The Most Powerful Diesel Engine in the

World!
Some facts on the 14 cylinder version:
• Total engine weight: 2300 tons (The
crankshaft alone weighs 300 tons.)
• Length:89 feet
• Height:44 feet
• Maximum power: 108,920 hp at 102 rpm
• Maximum torque: 5,608,312 lb/ft at
102rpm
Automotive Engines
 Automotive Engine Materials

Ford Duratec V-6 Source: Ford Motors

Thermodynamic Principles Review
• Thermodynamics is the study of heat related
to matter in motion.
• Heat engine is a mechanical device which
convert the heat energy into mechanical work
. .
Q 1 , T1 Q 2 , T2
Engine

.
W
 Reversible Process
• Reversible process is the rate of generation of entropy is
always zero (also named as isentropic process).
• Typical reversible processes are
· Constant pressure process · Constant temperature
process
· Constant volume process · Adiabatic process
• Reversible process can be approximated by a polytropic
process,
n= 
pVn = Constant P 
n=

where n is the polytropic index n=1

n = 0 constant pressure process n=0


n = 1 constant temperature process
n = g adiabatic process V

n= constant volume process

•
Work
If a system exists in which a force at the
boundary of the system is moved through a
distance, then work is done by or on the
system.

• The work done by the system is

dW = pAdx = pdV 2 2
W   dW   pdV
• The total work done
1 1
 Energy
• Energy is the capacity a body or substance possesses
which can result in the performance of work.
• Heat is the energy transferred between one body and
another resulted from the temperature difference.
and
q   c pdT q   cvdT
• Internal Energy is the energy content resultant from the
consideration of the temperature of a substance.
• Enthalpy
- First Law of Thermodynamics:
dq=du+dw=du+pdv=d(u+pv)
- Enthalpy is defined as: h=u+pv
 Thermodynamic Gas Cycles
Otto Cycle
1 – 2: isentropic compression p 3
2 – 3: constant-volume heat addition
3 – 4: isentropic expansion
4 – 1: constant-volume heat rejection
V V
r 1  4
• Compression ratio V V
2 3
2
4
• Heat addition Qin=mcv(T3-T2) 1

• Heat rejection Qout=mcv(T4-T1) V

• Isentropic compression
– Perfect gas pV = mRT
– Isentropic process pVg = constant

• Isentropic expansion p
2  r T
2  r 1
p T
1 1
  1
p4  1  1
 T4   
• Cycle efficiency p3  r  T3 r

Wout Qin  Qout 1

    1
Otto Q
in Qin
r 1
 Diesel Cycle
1 – 2: isentropic compression
2 – 3: constant-pressure heat addition
3 – 4: isentropic expansion
p
4 – 1: constant-volume heat rejection 2 3

• Compression ratio
V V
r 1  4
V V
2 3
• Heat addition Qin=mcp(T3-T2)
4
• Heat rejection Qout=mcp(T4-T1) 1

• Cut-off ratio V V
 3
V
2
1   1
  1
• Cycle efficiency Diesel r 1   1
 Dual Cycle
1 – 2: isentropic compression
2 – 2a: constant-volume heat addition
2a – 3: constant-pressure heat addition p
2a 3
3 – 4: isentropic expansion
4 – 1: constant-volume heat rejection

• Heat addition Qin=mcv(T2a-T2)+mcp(T3-T2a) 2

4
• Heat rejection Qout=mcp(T4-T1) 1

V
V
• Cut-off ratio  3
V
2a p
• Constant volume heat addition pressure ratio  p
3
 1 2
1    1 
  1    
Dual r   1   1
• Cycle efficiency  
 Introduction to SI Engine
 Air Fuel Mixture
• In traditional SI engines, the fuel and air are mixed together in the intake
system using a low pressure (circa 2 to 3 bar) fuel injection system
(carburettors no longer used).
• Fuel injection system is normally multi-point port injection, which means
that there is one fuel injector (sometimes two) in each inlet port.
• Multi-point injectors normally inject fuel onto the back of the closed inlet
valve using sequential timing with the required amount of fuel quantity
being updated by the ECU every engine event.

 Air/fuel Ratio, AFR

 The AFR has a very significant effect on the power output, thermal
efficiency and exhaust emissions and has to be controlled precisely over
the whole operating range.
 All modern engines use an electronic control unit (ECU) and various
sensors and actuators to control the AFR.
 The air to fuel ratio by mass (AFR) is typically 14.3:1 for gasoline fuels.
 Combustion Ignition
 Spark plug and ignition coil.
 Distributor and distributorless systems

Instead of one main coil,

distributorless ignitions have a coil
for each spark plug, located
directly on the spark plug itself

 Load Control
 Throttle plate
 Spark Ignition Combustion
 Homogeneous mixture of air, fuel
and residual gas.
 Spark ignition shortly before TDC.
 Flame propagation.
 The combustion typically takes 50
degrees of crank angle
 The products of combustion: N2,
CO2, H2O vapour, O2, CO, H2,
Figure 1.19 Idealised SI engine flame propagation
HCs, NOx.
 Cycle to cycle variation
 knock
 Introduction to CI Engine
 General
• Air only is drawn into the cylinder during the intake
stroke
• Load control is achieved by adjusting the quantity of
fuel injected directly into cylinder
• The in-cylinder charge is stratified
• Peak cylinder pressure is typically limited to 150 bar
 Fuel Injection
 Starts just before TDC and continuous until just after TDC.
Fuel quantity injected dependents on the power output
required.
 Line pressure between 400 and 1500 bar
 In-line pump (large diesel engines only),
 Distributor/rotary pump (traditionally used for car engines),
 Unit-injector
 Common-rail (very recent system).
A diesel engine
 Common-rail systems are set to displace conventional jerk built by MAN AG in
pump systems in the near future. 1906
 Combustion ignition
• Ignition delay
• Diesel knock
• High Cetane number required
 Combustion control
 Improvements in Design
– Diesel engines have changed considerably over the last 10
years, the main design trends being:
– Use of DI rather IDI (DI is approximately 20% more fuel
efficient)
– Full electronic control (essential for emission control,
economy and refinement)
– Higher fuel injection pressures up to 1500 bar (improved
emissions)
– Use of common rail injection (much improved control)
– Installation of two-spring injectors (noise reduction)
– Use of 4 valves per cylinder
(improved combustion and emissions)
– Increased used of turbochargers and inter-coolers
(performance and emissions)
– Use of oxidation catalysts
 Comparison of SI and CI Engines
SI engine CI engine
(traditional)
Fuel type  Petrol,  Diesel oil,
 gasoline,  vegetable oils,
 natural gas,  MTBE, etc.
 methanol, etc.
Fuel High Octane number High Cetane number
requirement
Ignition Electrical discharge Compression temperature
Compression Typically 8.0 to Typically 12.0 to 24.0:1
ratio 12.0:1
Fuel system Low pressure fuel High pressure fuel injection
injection
Load control Quantity of govern by Quality govern by AFR
throttle
Mixture in Homogeneous Stratified
cylinder
Inlet charge Seldom turbocharged Usually turbocharged
Typical AFR 12.0 to 18.0:1 20.0 to 70.0:1
range
Development  Direct injection  Common-rail,
trends  4 valves,
 full electronic control
Main  High specific  High thermal efficiency,
advantages power,  low CO, HC emissions
 low capital cost
Main issues  CO2 emissions,  NOx,
 poor part load  particulate emissions,
efficiency  noise
Emission  EGR,  EGR,
control  3-way catalyst  injection timing,
 oxidation catalyst
 Convergence of SI and CI Technology

Attribute S.I. C.I.

Fuel Delivery PFI→D.I. D.I.

Air Delivery N. Aspirated→Turbo Turbo
Valve Train 4V DOHC 4V DOHC
EGR Yes Yes
Compression Ratio Increasing Decreasing
Functional Requirements of I. C.
Engines
• Specific Power
• Torque curve
• Speed range
• Fuel economy – efficiency
• Power takeoff
• Weight / space
• Exhaust Emissions
• Noise
 Functional Requirements of I. C.
Engines
• Reliability (Repairs per 100 Engines = RPH)
• Durability
• SAM
• Flexibility
• Recycling
• Cost – initial, operating
• Design upgradability
• Others
On-Road Engines : Application areas
 Passenger Transport
 2-wheeler
 3-wheeler
 4W – Passenger car
 4W – Utility vehicles
 4W – SUV
 4W – Mini Buses : School bus
 4W – Heavy duty Buses

 Goods Transport
 3-wheeler
 4W – LMV
 4W – LCV
 4W – MCV
 4W – HCV
 Multi wheeled, multi-axle Tractor Trailers
Off-Road Engines : Application areas
 Construction
 Residential complexes
 Commercial complexes
 Roads and highways
 Railways
 Tunnel
 Runways
 Educational institutes
 Industrial
 Mining
 Agriculture
 Power generation
 Pleasure
 Special Purpose Vehicle
 Defense
 Why Diesel !!!
Inherent Advantages of diesel engine
• Highest thermodynamic efficiency
• Lowest fuel consumption
• Lowest emissions of Green House Gases (CO2
emissions)
• No evaporative emission problems
• Better emissions at low engine temperature and in
cold ambient
• Benzene emissions are far lower
• Better Stability of emissions over a distance
• More robust, hence lesser maintenance
For the functionality of powertrain system it requires axillary systems to support.

 FUELING SYSTEM

 INTAKE SYSTEM

 EXAUST SYSTEM

 COOLING SYSTEM

 LUBRICATION SYSTEM

 TRANSMISSION SYSTEM
 Engine Support Systems
Fuel Systems
• 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 DIFFERENT TYPES : INLINE PUMP,

ROTARY PUMP & COMMON RAIL PUMP.

• COMPONENTS OF FUEL SYSTEM ARE :

• FUEL INJECTION PUMP (FIP)
•FUEL TRNASFER PUMP
•FUEL INJECTORS
•FUEL FILTERS
•FUEL LINES
Fuel System
Components
1. FUEL INJECTION PUMP- Fuel
injection pump sucks fuel from the
tank, pressurizes the fuel to approx.
600-1600 bar and sends it to the
injectors.

2. INJECTORS- Inject the high pressure

fuel into each cylinder.

3. Fuel Filter- Filters the fuel from dirt &

sediments, since the Fuel Injection
Pump requires clean fuel.
 Fuel Injection System
Fuel injection is a system for
admitting fuel into an internal
combustion engine. The
primary difference between
carburetors and fuel injection is
that fuel injection atomizes the
fuel by forcibly pumping it
through a small nozzle under
high pressure, while a
carburetor relies on suction
created by intake air
accelerated through a venturi
tube to draw the fuel into the
airstream.
 Diesel Engine Fuel System
High-Pressure Common Rail

ECU controlled high-pressure common rail fuel system.

 Intake System

• Fuel must be mixed with

air to form a combustible
mixture.
• Air movement into an
engine occurs due to low
pressure (vacuum) being
created in the engine.

Downward movement of the piston lowers the air

pressure inside the combustion chamber. The
pressure differential between the atmosphere
and the inside of the engine forces air into the
engine.
 Air Induction Functional Requirements

• To provide clean air to engine.

• High filtration & volumetric efficiency
• Should not allow water, oil, dust, insects, rodents,
etc.
• Low pressure drop, low noise
• High element life, high cleaning interval
• Low initial cost, low maintenance cost
• Easy Serviceability, Accessibility & Maintainability
 Air Induction System Parts
• Snorkel with a mesh
• Pre filters
• Dirty side inlet hose
• Helmholtz resonator
• Turbocharger Compressor / Intercooler
• Air flow meter
• Air filter
• Service / Clogging indicator
• Clean side inlet hose
• Clips
• Manifold Absolute Pressure (MAP) Sensor
• EGR Valve
• Intake Manifolds
• Intake Ports
• Intake Valves
 Air filter
A particulate air filter is a device
composed of fibrous materials which
removes solid particulates such
as dust, mold, and bacteria from the air .

All Modern cars are fitted with an Air

cleaner on intake manifold.

Air filter function is to prevent dust and

other particles from getting in to the
Carburetor, fuel injector and Engine
Cylinder.
 Basic Turbo Operation
The turbo spins
Ambient air
enters the Exhaust gases exit
turbo here the turbo here, out to
from the air the tail pipe
filter

Exhaust gases
enter the turbo
here, from the
engine

Compressed
air exits the
turbo here,
boosting the
engine
 Exhaust Manifold

This exhaust manifold has a Many exhaust manifolds are

heat shield to help retain the constructed of pressed steel
heat and help reduce exhaust and are free flowing to improve
emissions. engine performance.
 Mufflers
• Sound is vibration of a medium.
– When the vibrations are large, the sound is loud.
• The muffler catches the large bursts of high-pressure
exhaust gas from the cylinder, smoothing out the
pressure pulses and allowing them to be released at
an even and constant rate.

Exhaust gases expand and cool as they travel through the passages in
the muffler.
 Cooling System
• Satisfactory cooling system
operation depends on the
design and operating
conditions of the system.
• The design is based on
heat output of the engine,
radiator size, type of
coolant, size of water pump
(coolant pump), type of fan,
Typical combustion
thermostat, and system
and exhaust
pressure.
temperatures.
 Cooling System

Metal
Today’s engines Most of this heat temperatures This heat can
create a is generated around the destroy the
tremendous during combustion engine and must
amount of heat. combustion. chamber can run be removed.
as high as 600°C.
 Purpose of Cooling System
• Purpose - To remove the
excessive heat from the
engine to avoid components
in the engine damaged.
• Too much cooling is also not
desirable because it reduces
the thermal efficiency.
• The engine will perform best
in the desired operating
temperature.
 Air-cooled System
• Air cooled system is generally used in small
engines such as 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.
 Working principle of Water-Cooled
System.

The cooled
Heat is removed A pump moves The coolant Ram air and the
coolant leaves
from around the the coolant flows to the top airflow from
the radiator
combustion through the of the radiator the cooling fan
and enters the
chambers by a engine block and loses heat move through
water pump
coolant and then as it flows the radiator
then its sent
circulating inside through the down through and cool the
back through
the engine. cylinder head. the radiator. coolant.
the engine.
Components of Cooling System
• Radiator
• Water pump
• Thermostat
• Radiator pressure cap
• Expansion tank
• Radiator fan
• Water temperature indicator
Cooling System
 Typical Base Lubrication
Engine lubrication system: The function of the lubrication
system of an engine is to distribute the lubricant to all the surfaces
needing lubrication.
1. Rocker spindle
2. Oil way to rocker spindle
3. Pipe to rocker spindle
4. Oil way to gudgeon pin
5. Camshaft bearing
6. Dipstick
7. Main oil gallery
8. Outlet from pressure filter
9. Oil jet to cylinder wall
10. Oil way to big-end
11. Oil way to main bearing
12. Groove round main bearing
13. Passage from pump to filter
14. Pressure relief valve
15. Pump
16. Sump
17. Inlet strainer
18. Main filter
 Lubrication System
The lubrication system
uses an oil pump to
continuously supply
engine oil throughout
the inside of the
engine. This system
reduces friction
between parts with a
film of oil. In addition to
lubrication, engine oil
cools and cleans the
engine.
A typical engine design that uses both pressure and splash lubrication. Oil travels under
pressure through the galleries to reach the top of the engine. Other parts are lubricated
as the oil flows back down into the oil pan or is splashed onto parts.
Passages drilled through
block bulkheads allow
oil to go from the main
oil gallery to the main
and cam bearings.

An intermediate shaft drives the oil pump on

this overhead camshaft Engine.
 Driveline system
• Function:
It is used to transmit engine torque to the driving wheels
to drive the vehicle on the road.
Transmission Types
 Gear Box

• Gear box varies the leverage (speed ratio & hence torque
ratio) between the engine & driving wheels.

• It is located between Clutch & Propeller shaft.

• It is provided with either 4 speed or 5 speed ratios or more

depending on design.

• Gear ratio is varied by Gear shift lever.

Engine Performance Under Different
Gears
 Function of a Gear Box
• In practice, the main use of a Gearbox is to act as a reduction gear.
These can be variable or non-variable, depending on the application.

• This not only decreases wear on the motor, but also allows greater
acceleration - in fact the larger the reduction ratio, the larger the
acceleration.

• In other words, if when the motor is turning 2500 rpm the output shaft is
turning 500, the gearbox is reducing the number of revolutions from
input to output.

• Torque converters, hydraulics, electrical power and hybrid

configurations may also be used for the same purpose.
 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
 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
 Wheels
Wheel carries the load of the vehicle & transmits the torque to the
tires which propels the vehicle. Wheels are supported in wheel
bearing to axle of vehicles.

Axial are classified as two types:

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.
Tyre
 1. Bead core: made from rubber covered steel wire and is used
to hold the tyre firmly on the wheel rim.
2. Apex: made from synthetic rubber and influences the steering
TYRE precision, ride and comfort.
3. Inner liner: made from butyl rubber and seals the inside of the
pressurised tyre.
4. Textile carcass: made from rayon or polyester cords
embedded in rubber. This keeps the inflated tyre in shape and
links the bead to the tread area.
5. Bead reinforcement: made from rayon, nylon or polyester
cords embedded in rubber. This influences the directional
stability of the tyre.
6. Flange cushion or rim strip: made from synthetic rubber and
ensures that there is an air-tight seat on the rim and prevents
chafing of the rim flange.
7. Steel cord belt: made from high-strength multi-cord steel. This
stabilises the tread area and provides shape retention and
increased mileage performance.
8. Cap-ply: made from nylon cords and improves the high-speed
stability of the tyre.
9. Side wall: made from rubber and protects the carcass from
damage and weathering.
10. Tread: made from synthetic and natural rubber. This influences
the grip, rolling resistance and handling characteristics of the
tyre.
1 Size number.
2 Maximum allowed inflation pressure.
3 Type of tire construction.
4 M&S denotes a tire for mud and snow.
5 E-Mark is the Europe type approval
mark and number.
6 US Department of Transport (DOT)
identification numbers.
7 Country of manufacture.
8 Manufacturers, brand name, or
commercial name.
 Tire type:
P 215 / 60 R 15 96 H The first letter indicates the proper type of car that the tire is made
for. Aspect ratio:
This two-number code is the ratio of the tire section height
to tire width, expressed as a percentage. Aspect ratio is
shown by

Generally speaking, tire aspect ratios range from 35, for race
car tires, to 75 for tires used on utility vehicles.
Load rate or load index:
Many tires come with a service description
at the end of the tire size. The service description is made of a
two-digit number (load index) and a letter (speed rating). The
load index is a representation of the maximum load each tire is
designed to support.
The load index is generally valid for speeds under 210 km/ h

Speed rate:
Speed rate indicates the maximum
speed that the tire can sustain for a
ten minute endurance without
breaking down.
 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
 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
 Electrical System
The vehicle electrical system can be broadly classified asas :

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/ 24 v dc

 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
VACUUM PUMP
ALTERNATOR
PULLEY Driven by
engine GENERATION

RECTIFIER REGULATOR
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 .

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.
Electric Energy 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
 Energy Source
• Vehicles need to carry source of energy
on board
• Hydrocarbons are unparalleled in terms
of energy density
– For example, look at refueling of gasoline
• ~10 Liters in 1 minutes (~0.125 Kg/sec)
– Corresponding energy flow
= 0.125 Kg/sec x 44 MJ/Kg
= 5.5 Mega Watts Liquid hydrocarbons !
 Transportation Energy Utility

30
Energy use (x1015 BThU)

25 USA Non-
Highway
20 Heavy
trucks
15
Light trucks 2003
10

5 Passenger cars

0
1970 1980 1990 2000 2010
Source: US Dept. of Energy
Year
 Industry Inertia
• Capital Penetration
– Need for Budget / Financial Approvals
• Technology Penetration
– Takes time to develop and implement
– Example: Automotive Powertrain
a.Incremental changes: Design needs to be
completed 3-4 years before production
b.Significant changes: Add 5-10 years of
development time to (a)
c.Drastic changes: Add 10 to 15 years to (a)
d.Radical changes: Add ? years to (a)
• Market penetration
 Energy Source/Vehicle System
Energy Energy Propulsion
Resource Conversion Carrier System
Oil Petroleum Fuels Conventional ICE:
(Conventional)
Liquid Gasoline / Diesel
1st and 2nd Generation Biofuels
Fuels
Oil
Synthetic Fuels (XTL)

Critical Dependency on Battery Technology

(Non-Conventional)

Fischer ICE Hybrid

Electrification
Biomass Tropsch
Syngas
CO, H2
Coal Plug-In Hybrid ICE
Heat
Natural Gas Electricity
Electric Vehicle
Renewables Shift
(Solar, Wind, Hydro) Reaction

Nuclear Hydrogen Fuel-Cell Electric

Source: Shell Group

128
 “Well to Wheels”
Electric Power Fuel Cycle

Coal-Fired Boiler/Steam Transmission Charger/ Electric

Coal Mine Loader Turbine/Generator Lines Service Station Vehicle
Unit Train

(Conventional Fuel Mix: 50% Coal, 19% Gas, 3% Oil, 19%

Nuclear, 9% Non-Fossil Fuel)
Well to Wheels Efficiency

Source: Argonne National Labs, GM, industry sources

 Well to Wheels CO2 Emissions
Gasoline
Otto Well to Tank CO2(WTT)
Gasoline-HV
Engine Tank to Wheel CO2(TTW)
CNG(LNG) @ Japanese 10.15 mode

Diesel
Diesel
FTD(NG)
Engine
Synthetic FTD(Coal)
Fuel FTD
(Biomass) Diesel
BDF(Rapeseed) Engine

Ethanol(Sugarcane) Otto
Ethanol (Iogen) Engine
(Cellulose)
H2 (NG, on-site)
H2 (electrolysis) FC: H2
H2 (Biomass, on-site)
-1.0 -0.5 0 0.5 1 1.5
Relative CO2 emissions （Gasoline Eng. = 1） Source: EUCAR EC-JRC 2006
 Energy Pathway for a Typical Passenger Car
urban (highway) figures

Standby Accessories
17.2 (3.6) % 2.2 (1.5) % Aero
2.8 (10.9) %

Rolling
12.8%
4.2 (7.1) %
(20.2%)
Engine Drive Line
Fuel 18.2%
Energy (25.6%) Kinetic
100%

Engine Losses Drive Line Losses Braking

62.4 (69.2) % 5.6 (5.4) % 5.8 (2.2) %

Energy conversion and transmission Energy sink

(Source: Partnership for a New Generation Vehicle (PNGV) Program Plan, July 1994)
 Efficiency Improvements
Engine stop On demand
and go accessories
Vehicle engineering
Standby Accessories
17.2 (3.6) % 2.2 (1.5) % Aero Better
2.8 (10.9) % aerodynamics

Rolling
12.8% Better tires, lower
Fuel (20.2%)
4.2 (7.1) %
Energy Engine Drive Line rolling resistance
100% 18.2%
Kinetic
(25.6%)

Engine Losses Drive Line Losses Braking

62.4 (69.2) % 5.6 (5.4) % 5.8 (2.2) %

Engine Better transmission Regenerative braking

opportunity
Energy storage element
 Engine Options
Engine Attributes Drawbacks
SI Engine Well developed Poor sfc at part load

Turbo-charged Diesel Well developed, Cost; emissions

good sfc
Hybrid Optimized Cost; battery
operating range;
regeneration
Gasoline HCCI On going
research efforts
Diesel HCCI
 State of Art – Engine System

Other cutting edge design considerations – peak cylinder pressure, fuel injection
pressure, piston speed, valve seating velocity, exhaust temperature limit, etc.
 Summary
• Powertrain is a complex but interesting
thermodynamic application.
• Supremacy over Powertrain Engineering will lead
to power in your hand.
• There is a convergence of C.I. and S.I. Engine
technologies.
• Alternatives must be compared on a “Well to
Wheels” basis.
• Liquid Hydrocarbon fuels: The dominant fuel
source for many years to come.
• Hybridization / Electrification of engines will
continue to increase.
• For the engine to function, it requires support
systems like intake-exhaust-fuel-cooling-