tag:blogger.com,1999:blog-60841253744263526862024-02-07T22:24:00.004-08:00ENGINEERING STUDY MATERIALSThis Blog Is Basically Built For ELECTRONIC AND COMMUNICATION,MECHANICAL,AUTOMOBILE Student To Get Wide Scope & Idea Of There Respective Field.Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.comBlogger139125tag:blogger.com,1999:blog-6084125374426352686.post-92068466497538439492013-10-17T09:14:00.001-07:002013-10-17T09:15:09.286-07:00Types Of Belt Conveyor Drives | Belt Conveyor Drive Arrangement<div dir="ltr" style="text-align: left;" trbidi="on">
<div align="justify">
<b>Types and Selection of Drives:</b></div>
<ul>
<li><div align="justify">
Single Unsnubbed Bare / Lagged pulley Drive </div>
</li>
<li><div align="justify">
Snubbed Bare / Lagged Pulley Drive </div>
</li>
<li><div align="justify">
Tandem Drive </div>
</li>
<li><div align="justify">
Special Drives </div>
</li>
</ul>
<div align="justify">
<b>Single Unsnubbed Bare / Lagged Pulley Drive:</b></div>
<div align="justify">
This is the simplest drive arrangement consisting of a steel pulley connected to a motor and the belt wrapped round it on an arc of 180°. This can be used for low capacity short center conveyors handling non-abrasive material. The pulley may be lagged to increase the coefficient of friction.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-unsnubbed-bare-pulley-lagging-snub-pulley-belt-conveyor-drive-arrangement-driving-pulley-tand.jpg"><img alt="01-unsnubbed bare pulley-lagging-snub pulley-belt conveyor drive arrangement-driving pulley-tandem drive" border="0" height="216" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-unsnubbed-bare-pulley-lagging-snub-pulley-belt-conveyor-drive-arrangement-driving-pulley-tand1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-unsnubbed bare pulley-lagging-snub pulley-belt conveyor drive arrangement-driving pulley-tandem drive" width="450" /></a></div>
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<b></b><br /></div>
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<b>Snubbed Bare / Lagged Pulley Drive:</b></div>
<div align="justify">
Here the angle of wrap is increased from 180° to 210° or even up to 230°, by providing a snub pulley to the driving pulley. In majority of medium to large capacity belt conveyors, handling mild abrasive to fairly abrasive materials, 210° snub pulley drive with load pulley lagged with hard rubber is adopted.<ins style="border: currentColor; display: inline-table; height: 280px; margin: 0px; padding: 0px; position: relative; visibility: visible; width: 336px;"><ins id="aswift_2_anchor" style="border: currentColor; display: block; height: 280px; margin: 0px; padding: 0px; position: relative; visibility: visible; width: 336px;"><iframe allowtransparency="true" frameborder="0" height="280" hspace="0" id="aswift_2" marginheight="0" marginwidth="0" name="aswift_2" scrolling="no" style="left: 0px; position: absolute; top: 0px;" vspace="0" width="336"></iframe></ins></ins></div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-snubbed-bare-pulley-drive-snubbed-lagged-drive-pulley-large-capacity-belt-conveyors-snub-pull.jpg"><img alt="01-snubbed bare pulley drive-snubbed lagged drive pulley-large capacity belt conveyors-snub pulley-driving pulley" border="0" height="214" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-snubbed-bare-pulley-drive-snubbed-lagged-drive-pulley-large-capacity-belt-conveyors-snub-pull1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-snubbed bare pulley drive-snubbed lagged drive pulley-large capacity belt conveyors-snub pulley-driving pulley" width="450" /></a></div>
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<b></b><br /></div>
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<b></b><br /></div>
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<b>Tandem drive:</b></div>
<div align="justify">
Here belt tension estimated to be high; the angle of wrap is increased by adopting tandem drives. Both of tandem pulleys are driven. The tandem drive with arc of contact from 300° to 480° or more can operate with one or two motors. The location of such drive is usually determined by the physical requirements of the plant and structural constraints. </div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-tandem-drive-two-pulley-drives-belt-conveyor-angle-of-wrap-types-of-belt-conveyor-drives-belt.jpg"><img alt="01-tandem drive-two pulley drives-belt conveyor angle of wrap-types of belt conveyor drives-belt conveyor drive arrangement" border="0" height="230" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-tandem-drive-two-pulley-drives-belt-conveyor-angle-of-wrap-types-of-belt-conveyor-drives-belt1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-tandem drive-two pulley drives-belt conveyor angle of wrap-types of belt conveyor drives-belt conveyor drive arrangement" width="450" /></a></div>
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<b></b><br /></div>
<div align="justify">
<b>Special Drive:</b></div>
<div align="justify">
Special drives with snub pulleys and pressure belts used in heavy and long conveyors.</div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-pressure-belts-special-belt-conveyor-drives-tandem-drive-driving-pulley-special-drive-with-pr.jpg"><img alt="01-pressure belts-special belt conveyor drives-tandem drive-driving pulley-special drive with pressure belt" border="0" height="401" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-pressure-belts-special-belt-conveyor-drives-tandem-drive-driving-pulley-special-drive-with-pr1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-pressure belts-special belt conveyor drives-tandem drive-driving pulley-special drive with pressure belt" width="450" /></a></div>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-34090332961580900722013-10-17T09:13:00.002-07:002013-10-17T09:15:09.280-07:00Pulley | Belt Conveyor Pulley | Belt Conveyor Pulley Types | Belt Conveyor Power Calculation<div dir="ltr" style="text-align: left;" trbidi="on">
<div align="justify">
<b>Pulley:</b></div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-standard-pulley-spun-end-curve-crown-pulley-steel-pulley-straight-faced-pulley-pulley-mechani.jpg"><img alt="01-standard pulley-spun end curve crown pulley-steel pulley-straight faced pulley-pulley mechanism-pulley ratio-pulley size-pulley selection" border="0" height="299" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-standard-pulley-spun-end-curve-crown-pulley-steel-pulley-straight-faced-pulley-pulley-mechani1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-standard pulley-spun end curve crown pulley-steel pulley-straight faced pulley-pulley mechanism-pulley ratio-pulley size-pulley selection" width="450" /></a></div>
<div align="justify">
The diameters of standard pulleys are: 200, 250, 315, 400, 500, 630, 800, 1000, 1250, 1400 and 1600 mm. pulley may be straight faced or crowned. The crown serves to keep the belt centered. The height of the crown is usually 0.5% of the pulley width, but not less than 4 mm. The pulley diameter D<sub>p</sub> depends on the number of plies of belt and may be also be determined from the formula:</div>
<div align="center">
<span style="background-color: yellow; font-size: medium;"><strong>D<sub>p</sub> > K.i</strong></span> (mm)</div>
<div align="justify">
Where </div>
<div align="justify">
K = a factor depending on the number of plies (125 to 150)</div>
<div align="justify">
i = no of plies</div>
<div align="justify">
The compound value should be rounded off to the nearest standard size. While selecting the pulley diameter it should be ascertained that the diameter selected is larger than the minimum diameter of pulley for the particular belt selected.</div>
<div align="justify">
The drive pulley may be lagged by rubber coating whenever necessary, to increase the coefficient of friction. The lagging thickness shall vary between 6 to 12 mm. The hardness of rubber lagging of the pulley shall be less than that of the cover rubber of the running belt.</div>
<b>Pulley types:</b><br />
<div align="justify">
Pulleys are manufactured in a wide range of sizes, consisting of a continuous rim and two end discs fitted with hubs. In most of the conveyor pulleys intermediate stiffening discs are welded inside the rim. Other pulleys are self cleaning wing types which are used as the tail, take-up, or snub pulley where material tends to build up on the pulley face. Magnetic types of pulleys are used to remove tramp iron from the material being conveyed.</div>
<strong>Typical welded steel pulley-Drum conveyor pulley</strong><br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-typical-welded-steel-pulley-pulley-types-pulley-design-pulley-system-pulley-problems-pulley-s.jpg"><img alt="01-typical welded steel pulley-pulley types-pulley design-pulley system-pulley problems-pulley size" border="0" height="234" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-typical-welded-steel-pulley-pulley-types-pulley-design-pulley-system-pulley-problems-pulley-s1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-typical welded steel pulley-pulley types-pulley design-pulley system-pulley problems-pulley size" width="325" /></a><br />
<strong>Spun end curve crown pulley</strong><br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-conveyor-pulleys-spun-end-crown-pulley-self-cleaning-wing-pulley-snub-pulley-pulley-face-mage.jpg"><img alt="01-conveyor pulleys-spun end crown pulley-self cleaning wing pulley-snub pulley-pulley face-magenetic pulley" border="0" height="218" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-conveyor-pulleys-spun-end-crown-pulley-self-cleaning-wing-pulley-snub-pulley-pulley-face-mage1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-conveyor pulleys-spun end crown pulley-self cleaning wing pulley-snub pulley-pulley face-magenetic pulley" width="319" /></a><br />
<strong>Spiral drum conveyor pulley</strong><br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-spiral-drum-conveyor-pulley-pulley-types-pulley-with-ball-bearings-pulley-for-handling-bulk-l.jpg"><img alt="01-spiral drum conveyor pulley-pulley types-pulley with ball bearings-pulley for handling bulk load" border="0" height="236" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-spiral-drum-conveyor-pulley-pulley-types-pulley-with-ball-bearings-pulley-for-handling-bulk-l1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-spiral drum conveyor pulley-pulley types-pulley with ball bearings-pulley for handling bulk load" width="319" /></a><br />
<strong>Welded steel pulley with diamond grooved lagging</strong><br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-types-of-pulley-welded-steel-pulley-grooved-lagging-belt-conveyor-drive-belt-conveyor-resista.jpg"><img alt="01-types of pulley-welded steel pulley-grooved lagging-belt conveyor drive-belt conveyor resistance-belt wrapping over pulleys" border="0" height="225" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-types-of-pulley-welded-steel-pulley-grooved-lagging-belt-conveyor-drive-belt-conveyor-resista1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-types of pulley-welded steel pulley-grooved lagging-belt conveyor drive-belt conveyor resistance-belt wrapping over pulleys" width="225" /></a><br />
<strong>Welded steel pulley with grooved Lagging</strong><br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-welded-steel-pulley-with-grooved-lagging-pulley-types-belt-conveyor-speed-reduction-mechanism.jpg"><img alt="01-welded steel pulley with grooved lagging-pulley types-belt conveyor speed reduction mechanism-belt conveyor drive arrangement" border="0" height="231" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-welded-steel-pulley-with-grooved-lagging-pulley-types-belt-conveyor-speed-reduction-mechanism1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-welded steel pulley with grooved lagging-pulley types-belt conveyor speed reduction mechanism-belt conveyor drive arrangement" width="321" /></a><br />
<strong>Spiral Wing Conveyor pulley</strong><br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-spiral-wing-conveyor-pulley-belt-conveyor-calculation-belt-conveyor-formula-belt-conveyor-gal.jpg"><img alt="01-spiral wing conveyor pulley-belt conveyor calculation-belt conveyor formula-belt conveyor gallery" border="0" height="234" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-spiral-wing-conveyor-pulley-belt-conveyor-calculation-belt-conveyor-formula-belt-conveyor-gal1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-spiral wing conveyor pulley-belt conveyor calculation-belt conveyor formula-belt conveyor gallery" width="323" /></a><br />
<br />
<div align="justify">
<b>Power calculation for the drive unit:</b></div>
<div align="justify">
The horse power required at the drive of a belt conveyor is derived from the following formula:</div>
<div align="center">
<span style="background-color: yellow;">H.P = T<sub>e</sub> . V</span></div>
<div align="justify">
Where</div>
<blockquote>
<div align="justify">
T<sub>e</sub> is the effective tension in the belt in N</div>
<div align="justify">
V = velocity of the belt in m/s</div>
</blockquote>
<div align="justify">
The required effective tension T<sub>e</sub> on the driving pulley of a belt conveyor is obtained by adding up all the resistances.</div>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-87410659542619935122013-10-17T09:12:00.000-07:002013-10-17T09:15:09.284-07:00CONVEYOR TAKE UP ARRANGEMENT<div dir="ltr" style="text-align: left;" trbidi="on">
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<b>Conveyor Take-up Arrangement:</b></div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-belt-conveyor-take-up-arrangement-screw-take-up-take-up-pulley-automatic-take-up-device-fixed.jpg"><img alt="01-belt conveyor-take up arrangement-screw take up-take up pulley-automatic take up device-fixed take up device-manual take up-self adjusting take up devices" border="0" height="192" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-belt-conveyor-take-up-arrangement-screw-take-up-take-up-pulley-automatic-take-up-device-fixed1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-belt conveyor-take up arrangement-screw take up-take up pulley-automatic take up device-fixed take up device-manual take up-self adjusting take up devices" width="450" /></a></div>
<div align="justify">
All belt conveyors require the use of some form of take-up device for the following reasons:</div>
<ul>
<li><div align="justify">
To ensure adequate tension of the belt leaving the drive pulley so as to avoid any slippage of the belt </div>
</li>
<li><div align="justify">
To ensure proper belt tension at the loading and other points along the conveyor </div>
</li>
<li><div align="justify">
To compensate for changes in belt length due to elongation </div>
</li>
<li><div align="justify">
To provide extra length of belt when necessary for splicing purpose. </div>
</li>
<li><div align="justify">
<div align="justify">
Usually there are two types of take up arrangements. </div>
<ul>
<li><div align="justify">
Fixed take up device that may be adjusted periodically by manual operation </div>
</li>
<li><div align="justify">
Automatic take up devices for constant load type </div>
</li>
</ul>
<div align="justify">
In a screw take up system the take up pulley rotates in two bearing blocks which may slide on stationery guide ways with the help of two screws. The tension is created by the two screws which are tightened and periodically adjusted with a spanner. It is preferable to use screws with trapezoidal thread t decrease the effort required to tighten the belt.</div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-hydraulic-take-up-device-pneumatic-take-up-device-electrical-take-up-device-self-adjusting-ta.jpg"><img alt="01-hydraulic take up device-pneumatic take up device-electrical take up device-self adjusting take up device-automatic take up device" border="0" height="338" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/07/01-hydraulic-take-up-device-pneumatic-take-up-device-electrical-take-up-device-self-adjusting-ta1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-hydraulic take up device-pneumatic take up device-electrical take up device-self adjusting take up device-automatic take up device" width="450" /></a></div>
<div align="justify">
The main problem with the use of manual take-up is that it requires a vigilant and careful operator to observe when take up adjustment is required. Perfect tension adjustment with this system is also not possible. For this reason these devices are used only in case of short conveyors of up 60 m length and light duty.</div>
<div align="justify">
In automatic take up arrangement the take up pulley is mounted on slides or on a trolley which is pulled backwards by means of a steel rope and deflecting pulleys. The carriage travels on guide ways mounted parallel to the longitudinal axis of the conveyor, i.e., horizontally in horizontal conveyors and at an incline in inclined conveyors. Hydraulic, pneumatic and electrical take up devices are also used.</div>
<div align="justify">
Automatic take-up has the following features:</div>
<ul>
<li><div align="justify">
It is self adjusting and automatic </div>
</li>
<li><div align="justify">
Greater take-up movement is possible.</div>
</li>
</ul>
</div>
</li>
</ul>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-4629856156076332512013-10-17T09:10:00.002-07:002013-10-17T09:15:09.282-07:00Belt Conveyor Take Up Design | Conveyor Belt Take Up System | Horizontal Take Up In Belt Conveyor<div dir="ltr" style="text-align: left;" trbidi="on">
<b>Belt Conveyors for bulk materials:</b><br />
<b>Take up Arrangement:</b><br />
All belt conveyors require the use of some form of take up device for the following reasons:<br />
1. To ensure adequate tension of the belt leaving the drive pulley so us to avoid any slippage of the belt.<br />
2. To ensure proper belt tension at the loading and other points along the conveyor.<br />
3. To compensate for changes in belt length due to elongation.<br />
4. To provide extra length of belt when necessary for splicing purpose. <br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-belt-conveyor-belt-conveyor-for-bulk-materials.jpg"><img alt="01-belt-conveyor - belt conveyor for bulk materials" border="0" height="560" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-belt-conveyor-belt-conveyor-for-bulk-materials_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-belt-conveyor - belt conveyor for bulk materials" width="450" /></a><br />
Usually there are two types of take up arrangements. <br />
These are:<br />
1. Fixed take up device that may be adjusted periodically by manual operation<br />
2. Automatic take up device (constant load type)<br />
<b></b><br />
<b>Manual Screw Take Up:</b><br />
The most commonly used manual take up is the screw take up. In a screw take up system the take up pulley rotates in two bearing blocks which may slide on stationery guide ways with the help of two screws. The tension is created by the two screws which are tightened and periodically adjusted with a spanner. It is preferable to use screws with trapezoidal thread to decrease the effort required to tighten the belt.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-flat-belt-conveyor-gravity-conveyor-rubber-belt-conveyor.jpg"><img alt="01-flat belt conveyor - gravity conveyor - rubber belt conveyor" border="0" height="237" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-flat-belt-conveyor-gravity-conveyor-rubber-belt-conveyor_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-flat belt conveyor - gravity conveyor - rubber belt conveyor" width="500" /></a><br />
The main problem with the use of manual take up is that it requires a vigilant and careful operator to observe when take up adjustment is required. Perfect tension adjustment with this system is also not possible. For these reason these devices are used only in case of short conveyors of up 60m length and light duty.<br />
<b></b><br />
<b>Automatic Take Up:</b><br />
In automatic take up arrangement the take up pulley is mounted on slides or on a trolley which is pulled backwards by means of a steel rope and deflecting pulleys. The carriage travels on guide ways mounted parallel to the longitudinal axis of the conveyor, i.e., horizontally in horizontal conveyors (Ex.: Gravity type automatic take up arrangement) and at an incline in inclined conveyors. Hydraulic, Pneumatic and electrical take up devices are also used.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-horizontal-take-up-in-belt-conveyor-conveyor-belt-loop-take-up.jpg"><img alt="01-horizontal take up in belt conveyor - conveyor belt loop take up" border="0" height="372" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-horizontal-take-up-in-belt-conveyor-conveyor-belt-loop-take-up_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-horizontal take up in belt conveyor - conveyor belt loop take up" width="450" /></a><br />
Automatic take up has the following features:<br />
1. It is self adjusting and automatic<br />
2. Greater take up movement is possible<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-steel-belt-conveyors-material-handling-conveyors-roller-conveyor.jpg"><img alt="01-steel belt conveyors - material handling conveyors - roller conveyor" border="0" height="182" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2012/12/01-steel-belt-conveyors-material-handling-conveyors-roller-conveyor_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-steel belt conveyors - material handling conveyors - roller conveyor" width="500" /></a><br />
For the perfect conveying of materials, adding a resistance with the peripheral forces on the driving pulley of a belt conveyor is important. Some of the resistances are:<br />
1. The inertial and frictional resistance due to acceleration of the material at the loading area<br />
2. Resistance due to friction on the side walls of the skirt board at the loading area.<br />
3. Pulley bearing resistance applicable for other than the driving pulley<br />
4. Resistance due to the wrapping of the belt on pulleys<br />
5. Special resistances include<br />
<blockquote>
a. Resistance due to idler tilting</blockquote>
<blockquote>
b. Resistance due to friction between material and skirt plate</blockquote>
<blockquote>
c. Frictional resistance due to belt cleaners</blockquote>
<blockquote>
d. Resistance due to friction at the discharge plough</blockquote>
Special resistances are usually small. Here the resistance due to idler tilting and skirt resistance is ignored. There being no discharge plough the resistance due to plough is ignored. For belt speeds greater than 3 m/s, the edge clearances are applicable.</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-81819097688380077302013-10-02T10:23:00.002-07:002013-10-02T10:24:36.615-07:00Idling Stop Technology | i-stop<div dir="ltr" style="text-align: left;" trbidi="on">
<div align="justify">
Idle stop systems save fuel by shutting down a vehicle’s engine automatically when the car is stationary and restarting it when the driver resumes driving. Especially in urban areas, drivers often let their car’s engine idle at traffic lights or when stopped in traffic jams. Switching off the engine to stop it idling in these situations enhances fuel economy by about 10% under Japan’s 10-15 mode tests.</div>
<div align="justify">
Conventional idling stop systems restart a vehicle’s engine with an electric motor using exactly the same process as when the engine is started normally. Mazda’s ”i-stop”, on the other hand, restarts the engine through combustion. Mazda’s system initiates engine restart by injecting fuel directly into a cylinder while the engine is stopped, and igniting it to generate downward piston force. This system not only saves fuel, but also restarts the engine more quickly and quietly than a conventional idle-stop system.</div>
<ul><div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01istopoperationoperatingprincipleoftheistopidlingstoptechnologypistonpositioncontrol.jpg"><img alt="01-i-stop operation-operating principle of the i-stop-idling stop technology-piston position control" border="0" height="242" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01istopoperationoperatingprincipleoftheistopidlingstoptechnologypistonpositioncontrol_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-i-stop operation-operating principle of the i-stop-idling stop technology-piston position control" width="500" /></a> </div>
</ul>
<li><div align="justify">
Piston stop position control and combustion restart technology</div>
</li>
<ul><div align="justify">
</div>
</ul>
<div style="text-align: center;">
</div>
<div align="justify">
In order to restart the engine by combustion, it’s vital for the compression-stroke pistons and expansion-stroke pistons to be stopped at exactly the correct positions to create the right balance of air volumes. Consequently, Mazda’s ”i-stop” effects precise control over the piston positions during engine shutdown. With all the pistons stopped in their optimum position, the system restarts the engine by identifying the initial cylinder to fire, injecting fuel into it, and then igniting it. Even at extremely low rpm, cylinders are continuously selected for ignition, and the engine quickly picks up to idle speed.</div>
<div align="justify">
Thanks to these technologies, the engine will restart with exactly the same timing every time and will return to idle speed in just 0.35 seconds, roughly half the time of a conventional electric motor idling stop system. As a result, drivers will feel no delay when resuming their drive. With the ”i-stop”, Mazda can offer a comfortable and stress-free ride as well as better fuel economy.</div>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-61725983274412445122013-10-02T10:21:00.000-07:002013-10-02T10:24:36.600-07:00Direct Injection Gasoline Engine | DISI Engine<div dir="ltr" style="text-align: left;" trbidi="on">
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/02directinjectionenginedisienginegasolineengine.jpg"><img alt="02-direct-injection-engine-disi engine-gasoline engine" border="0" height="382" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/02directinjectionenginedisienginegasolineengine_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="02-direct-injection-engine-disi engine-gasoline engine" width="450" /></a> </div>
<div align="justify">
In developing the DISI engine, we aimed to cool the interior of the cylinder as much as possible by promoting fuel vaporization and uniform mixing of atomized fuel and air. This produces a high charging efficiency of the air-fuel mixture and a high compression ratio, which results in significant improvements in both torque and fuel efficiency.</div>
<div align="justify">
Characteristics of the direct injection engine:</div>
<li><div align="justify">
Fuel is injected from a tiny nozzle into a relatively large cylinder, so it has a high latent heat of vaporization, which efficiently cools the air within (in-cylinder cooling effect). </div>
</li>
<li><div align="justify">
The air temperature in the cylinder decreases, which means:</div>
<ul>
<li><div align="justify">
(1) more air may be charged into the combustion chamber, which produces increased torque. </div>
</li>
<li><div align="justify">
(2) the engine is less prone to knocking. This contributes to increased torque, and enables a higher compression ratio that also contributes to good fuel efficiency.</div>
</li>
</ul>
<div align="justify">
In a direct injection engine, however, the fuel skips the waiting period it would have to endure inside a standard engine and instead proceeds straight to the combustion chamber. This allows the fuel to burn more evenly and thoroughly. For the driver, that can translate to better mileage and greater power to the wheels.</div>
<div align="justify">
In the past, direct injection posed too many technical hurdles to make it worthwhile for mass market gasoline automobiles. But with advances in technology and greater pressure to make cars run more cleanly and efficiently, it looks as if gasoline direct injection — or GDI as it’s referred to in industry lingo — is here to stay. In fact, most of the major car manufacturers make or plan to soon introduce gasoline cars that take advantage of this fuel saving and performance enhancing system. </div>
</li>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-38390349393335154912013-10-02T10:18:00.003-07:002013-10-02T10:24:36.583-07:00Miller Cycle | Sequential Valve Timing (S-VT) | Continuously Variable Transmission (CVT)<div dir="ltr" style="text-align: left;" trbidi="on">
The key to improving fuel efficiency lies in raising an engine’s thermal efficiency. This can be done by increasing the expansion ratio. The expansion ratio is the amount of work the engine does each time the air-fuel mixture in the cylinders detonates. However, in conventional engines the expansion ratio is the same as the compression ratio, so increasing the expansion ratio will also raise the compression ratio. This is a problem because a high compression ratio causes abnormal combustion, or knocking.<br />
<div style="text-align: center;">
</div>
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01compressionratioexpansionratiomillercycleengine.jpg"><img alt="01-compression ratio-expansion ratio-miller cycle engine" border="0" height="243" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01compressionratioexpansionratiomillercycleengine_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-compression ratio-expansion ratio-miller cycle engine" width="500" /></a> <br />
The answer is the Miller-cycle engine. By delaying the closure of the intake valves, compression actually begins part way through the compression stroke, which results in a reduced compression ratio. At the same time, changing the shape of the piston crown decreases the combustion chamber minimum volume, resulting in a larger expansion ratio. In this way we can decrease the compression ratio and while increasing the expansion ratio. In other words, the Miller-cycle engine has a higher expansion ratio than compression ratio.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/02MZRengineMillerCycleEngineHigherexpansionratio.jpg"><img alt="02-MZR engine-Miller Cycle Engine-Higher expansion ratio" border="0" height="369" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/02MZRengineMillerCycleEngineHigherexpansionratio_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="02-MZR engine-Miller Cycle Engine-Higher expansion ratio" width="500" /></a> <br />
Mazda’s naturally-aspirated MZR 1.3L Miller-cycle engine delays the closure of the intake valves to improve the thermal efficiency (high expansion ratio). Sequential-valve timing (S-VT) is also employed to optimize intake valve timing and ensure sufficient torque for cruising and accelerating. Furthermore, the engine is mated to a continuously variable transmission (CVT) for a perfect blend of responsive acceleration, smooth gear shifts and top-class fuel economy.</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-25284031498710655072013-10-02T10:17:00.002-07:002013-10-02T10:25:19.057-07:00Catalyst Technology | Single Nano-Catalyst | Precious Metal Dispersion Model<div dir="ltr" style="text-align: left;" trbidi="on">
In automobile catalytic converters, the surface conditions of the precious metals—the catalyst materials—have a large effect on their ability to clean emissions. Conventionally, precious metal particles are adhered to a base material. However, heat from the exhaust gas causes the particles to collect together and agglomerate to form larger particles. This reduces the surface area of the precious metals and deteriorates their performance as catalysts. To counter this effect, large amounts of precious metals must be used in conventional catalytic converters. As an alternative, Mazda takes advantage of single nanotechnology to realize a unique and new catalyst structure in which precious metal particles are individually embedded into the base material.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01catalyst_technologypreciousmetaldispersionmodel.jpg"><img alt="01-catalyst_technology-precious metal dispersion model" border="0" height="174" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01catalyst_technologypreciousmetaldispersionmodel_thumb.jpg" style="border-width: 0px; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-catalyst_technology-precious metal dispersion model" width="500" /></a> <br />
The new catalyst has two main features. <br />1. It inhibits the thermal deterioration caused by the agglomeration of precious metal particles <br />2. It offers a significant improvement in oxygen absorption and release rates for enhanced emissions cleaning <br />With these features, the amount of precious metals needed to ensure the same level of effectiveness is reduced by 70 to 90 percent compared to previous products. At the same time, the performance of the catalytic converter is almost unaffected by harsh driving styles.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01catalyst_technologyoxygenabsorptionrateoxygenabsorptionvolumenanoparticlestechnology.jpg"><img alt="01-catalyst_technology-oxygen absorption rate-oxygen absorption volume-nano particles technology" border="0" height="288" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01catalyst_technologyoxygenabsorptionrateoxygenabsorptionvolumenanoparticlestechnology_thumb.jpg" style="border-width: 0px; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-catalyst_technology-oxygen absorption rate-oxygen absorption volume-nano particles technology" width="300" /></a> <br />This technology can significantly reduce the amounts of expensive precious metals such as platinum, palladium and rhodium needed for three-way catalysts to effectively clean exhaust emissions from gasoline engines.</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-66503020747655775492013-10-02T10:16:00.003-07:002013-10-02T10:24:36.605-07:00Next-Generation ‘SKYACTIV’ Technologies |<div dir="ltr" style="text-align: left;" trbidi="on">
<div align="justify">
<strong><a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-2012-Mazda3-Skyactiv-Image-PETROL-ENGINE-AUTOMATIC-TRANSMISSION.jpg"><img alt="01-2012-Mazda3-Skyactiv-Image-PETROL ENGINE-AUTOMATIC TRANSMISSION" border="0" height="373" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-2012-Mazda3-Skyactiv-Image-PETROL-ENGINE-AUTOMATIC-TRANSMISSION_thumb.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-2012-Mazda3-Skyactiv-Image-PETROL ENGINE-AUTOMATIC TRANSMISSION" width="450" /></a></strong></div>
<div align="justify">
<strong>Highlights of the SKYACTIV technologies:</strong></div>
<ul>
<li><div align="justify">
SKYACTIV-G: a next-generation highly-efficient direct-injection gasoline engine with the world’s highest compression ratio of 14.0:1 </div>
</li>
<li><div align="justify">
SKYACTIV-D: a next-generation clean diesel engine with the world’s lowest compression ratio of 14.0:1 </div>
</li>
<li><div align="justify">
SKYACTIV-Drive: a next-generation highly-efficient automatic transmission </div>
</li>
<li><div align="justify">
A next-generation manual transmission with a light shift feel, compact size and significantly reduced weight </div>
</li>
<li><div align="justify">
A next-generation lightweight, highly-rigid body with outstanding crash safety performance </div>
</li>
<li><div align="justify">
A next-generation high-performance lightweight chassis that balances precise handling with a comfortable ride</div>
</li>
</ul>
<div align="justify">
</div>
<div align="justify">
- First product to be equipped with SKYACTIV technology will be a Mazda Demio featuring an improved, fuel-efficient, next-generation direct-injection engine that achieves fuel economy of 30 km/L.</div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-inline-skyactiv-technologies-chASSIS-DESIGN-BODY-DESIGN-DRIVE-DESIGN-DIRECT-INJECTION-GASOLIN.jpg"><img alt="01-inline-skyactiv-technologies-chASSIS DESIGN-BODY DESIGN-DRIVE DESIGN-DIRECT INJECTION GASOLINE ENGINE" border="0" height="254" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-inline-skyactiv-technologies-chASSIS-DESIGN-BODY-DESIGN-DRIVE-DESIGN-DIRECT-INJECTION-GASOLIN1.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-inline-skyactiv-technologies-chASSIS DESIGN-BODY DESIGN-DRIVE DESIGN-DIRECT INJECTION GASOLINE ENGINE" width="450" /></a></div>
<div align="justify">
<strong>Overview of the SKYACTIV technologies</strong></div>
<dl>
<dt><div align="justify">
<strong>1. SKYACTIV-G</strong></div>
</dt>
<dd><div align="justify">
<strong>A next-generation highly-efficient direct-injection gasoline engine that achieves the world’s highest gasoline engine compression ratio of 14.0:1 with no abnormal combustion (knocking)</strong></div>
<ul>
<li><div align="justify">
The world’s first gasoline engine for mass production vehicles to achieve a high compression ratio of 14.0:1 </div>
</li>
<li><div align="justify">
Significantly improved engine efficiency thanks to the high compression combustion, resulting in 15 percent increases in fuel efficiency and torque </div>
</li>
<li><div align="justify">
Improved everyday driving thanks to increased torque at low- to mid-engine speeds </div>
</li>
<li><div align="justify">
A 4-2-1 exhaust system, cavity pistons, multi hole injectors and other innovations enable the high compression ratio</div>
</li>
</ul>
</dd>
<dt><div align="justify">
<strong>2. SKYACTIV-D</strong></div>
</dt>
<dd><div align="justify">
<strong>A next-generation clean diesel engine that will meet global emissions regulations without expensive NOx after treatments — urea selective catalytic reduction (SCR) or a Lean NOx Trap (LNT) — thanks to the world’s lowest diesel engine compression ratio of 14.0:1</strong></div>
<ul>
<li><div align="justify">
20 percent better fuel efficiency thanks to the low compression ratio of 14.0:1 </div>
</li>
<li><div align="justify">
A new two-stage turbocharger realizes smooth and linear response from low to high engine speeds, and greatly increases low- and high-end torque (up to the 5,200 rpm rev limit) </div>
</li>
<li><div align="justify">
Complies with global emissions regulations (Euro6 in Europe, Tier2Bin5 in North America, and the Post New Long-Term Regulations in Japan), without expensive NOx after treatment</div>
</li>
</ul>
</dd>
<dt><div align="justify">
<strong>3. SKYACTIV-Drive</strong></div>
</dt>
<dd><div align="justify">
<strong>A next-generation highly efficient automatic transmission that achieves excellent torque transfer efficiency through a wider lock-up range and features the best attributes of all transmission types</strong></div>
<ul>
<li><div align="justify">
Combines all the advantages of conventional automatic transmissions, continuously variable transmissions, and dual clutch transmissions </div>
</li>
<li><div align="justify">
A dramatically widened lock-up range improves torque transfer efficiency and realizes a direct driving feel that is equivalent to a manual transmission </div>
</li>
<li><div align="justify">
A 4-to-7 percent improvement in fuel economy compared to the current transmission</div>
</li>
</ul>
</dd>
<dt><div align="justify">
<strong>4. SKYACTIV-MT</strong></div>
</dt>
<dd><div align="justify">
<strong>A light and compact next-generation manual transmission with crisp and light shift feel like that of a sports car, optimized for a front-engine front-wheel-drive layout</strong></div>
<ul>
<li><div align="justify">
Short stroke and light shift feel </div>
</li>
<li><div align="justify">
Significantly reduced size and weight due to a revised structure </div>
</li>
<li><div align="justify">
More efficient vehicle packaging thanks to its compact size </div>
</li>
<li><div align="justify">
Improved fuel economy due to reduced internal friction</div>
</li>
</ul>
</dd>
<dt><div align="justify">
<strong>5. SKYACTIV-Body</strong></div>
</dt>
<dd><div align="justify">
<strong>A next-generation lightweight, highly-rigid body with outstanding crash safety performance and high rigidity for greater driving pleasure</strong></div>
<ul>
<li><div align="justify">
High rigidity and lightness (8 percent lighter, 30 percent more rigid) </div>
</li>
<li><div align="justify">
Outstanding crash safety performance and lightness </div>
</li>
<li><div align="justify">
A "straight structure" in which each part of the frame is configured to be as straight as possible. Additionally, a "continuous framework" approach was adopted in which each section functions in a coordinated manner with the other connecting sections </div>
</li>
<li><div align="justify">
Reduced weight through optimized bonding methods and expanded use of high-tensile steel</div>
</li>
</ul>
</dd>
<dt><div align="justify">
<strong>6. SKYACTIV-Chassis</strong></div>
</dt>
<dd><div align="justify">
<strong>A next-generation high-performance lightweight chassis that balances precise handling with a comfortable ride feel to realize driving pleasure</strong></div>
<ul>
<li><div align="justify">
Newly developed front strut and rear multilink suspension ensures high rigidity and lightness (The entire chassis is 14 percent lighter than the previous version.) </div>
</li>
<li><div align="justify">
Mid-speed agility and high-speed stability — enhanced ride quality at all speeds achieved through a revision of the functional allocation of all the suspension and steering components</div>
</li>
</ul>
</dd></dl>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-1652531245360699872013-10-02T10:16:00.000-07:002013-10-02T10:24:36.551-07:00Weight Reduction Technology | Fuel Economy Factors | Light Weight Technologies | Cutting Edge Technologies<div dir="ltr" style="text-align: left;" trbidi="on">
<div align="justify">
Weight has a significant effect on a vehicle’s basic ability to go, corner and stop. Furthermore, environmental and economic factors such as fuel economy are also strongly influenced by vehicle weight. <br />Mazda strives to minimize the weight of every car it develops. The all-new Mazda2 (Demio) launched in July 2007 is a perfect example. During development, each individual part was examined and any unnecessary material was removed. The finished vehicle is around 100 kilograms lighter than the first generation Mazda2. <br />Mazda is committed to continually improve driving dynamics and fuel efficiency by deploying its lightweight technologies and resistance reduction techniques.</div>
<div align="justify">
A dedicated team was formed to develop and test weight reduction techniques for the all-new Mazda2 well before actual vehicle development began. The team employed cutting-edge simulation software to analyze various methods. These were then tested against vehicle driving dynamics using prototype models. <br />This advanced technology development, conducted for Mazda’s new compact car, resulted in the creation of an impact absorbing concept that uses a new body framework and high tensile steel. Spot welding and weld bonds were also employed to strengthen specific locations that are subjected to greater loads. This has become Mazda’s new approach to weight management.</div>
<ul>
<li><div align="justify">
Bonnet</div>
</li>
</ul>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-car-bonnet-design-car-body-design-car-door-design.jpg"><img alt="01-car bonnet design-car body design-car door design" border="0" height="351" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-car-bonnet-design-car-body-design-car-door-design_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-car bonnet design-car body design-car door design" width="450" /></a></div>
<div align="justify">
With a smaller striker assembly and thinner hinges, the bonnet saves 0.69kg.</div>
<ul>
<li><div align="justify">
Body Shell</div>
</li>
</ul>
<div align="justify">
Smaller dimensions alone would have lowered the weight of the body shell by four kg, to 233 kg. Measures needed to increase rigidity and crash resistance would have then raised it up to 244 kg. But thanks to an optimised body structure, weight was reduced to 215 kg, 22 kg less than the old Mazda 2.</div>
<ul>
<li><div align="justify">
Door-Mounted Speakers</div>
</li>
</ul>
<div style="text-align: center;">
</div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-car-mounted-speakers.jpg"><img alt="01-car mounted speakers" border="0" height="337" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-car-mounted-speakers_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-car mounted speakers" width="450" /></a></div>
<div align="justify">
Mazda’s weight watchers were also at work with the door-mounted speakers. By changing the magnets from a ferrite type to neodymium, and making the plastic moulding single-peace, a total weight savings of 0.98 kg was achieved.</div>
<ul>
<li><div align="justify">
Intake and Cooling Systems</div>
</li>
</ul>
<div align="justify">
For the intake system, Mazda engineers moved the fresh air inlet from its original position behind the left headlamp to the top of the radiator shroud. This new position removed the need for the resonator and baffle.</div>
<ul>
<li><div align="justify">
Suspension</div>
</li>
</ul>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Mazda3_sedan_suspension_front.jpg"><img alt="01-Mazda3_sedan_suspension_front" border="0" height="382" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Mazda3_sedan_suspension_front_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-Mazda3_sedan_suspension_front" width="450" /></a></div>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Mazda3_sedan_suspension_rear.jpg"><img alt="01-Mazda3_sedan_suspension_rear" border="0" height="307" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Mazda3_sedan_suspension_rear_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-Mazda3_sedan_suspension_rear" width="450" /></a></div>
<div align="justify">
Mazda weight specialists were able to save a impressive 13 kg using weight optimising measures in the suspension. These included making the trailing arm on the rear axle shorter and giving the front lower arms an open-section structure. This reduction in unsprung weight means both better handling and ride comfort.</div>
<ul>
<li><div align="justify">
Exhaust System</div>
</li>
</ul>
<div align="justify">
Mazda eliminated the underfoot catalyst, and for the 1.3-litre petrol model, the presilencer used in the Mazda2 until now was also eliminated.</div>
<ul>
<li><div align="justify">
Other points</div>
</li>
</ul>
<div align="justify">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Mazda3_sedan_airbags-chassis-design.jpg"><img alt="01-Mazda3_sedan_airbags-chassis design" border="0" height="300" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Mazda3_sedan_airbags-chassis-design_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-Mazda3_sedan_airbags-chassis design" width="450" /></a></div>
<div align="justify">
The shift lever assembly, base plate thickness and rib configuration for automatic transmission models were optimized. The shift knob itself was also made smaller and its positioning was improved. These changes saved 0.85 kilograms.</div>
</div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-35218662602241233242013-10-02T10:14:00.002-07:002013-10-02T10:24:36.576-07:00Technology of Hydrogen Fueled Rotary Engine | Dual Fuel System ( Hydrogen + Gasoline)<div dir="ltr" style="text-align: left;" trbidi="on">
This hydrogen engine takes advantage of the characteristics of Mazda’s unique rotary engine and maintains a natural driving feeling unique to internal combustion engines. It also achieves excellent environmental performance with zero CO2 emissions. <br />Further, the hydrogen engine ensures performance and reliability equal to that of a gasoline engine. Since the gasoline version requires only a few design changes to allow it to operate on hydrogen, hydrogen-fueled rotary engine vehicles can be realized at low cost. In addition, because the dual-fuel system allows the engine to run on both hydrogen and gasoline, it is highly convenient for long-distance journeys and trips to areas with no hydrogen fuel supply.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-renesis-hydrogen-rotary-engine-reference-exhibit-RE-technology-electronic-controlled-gas-inje2.jpg"><img alt="01-renesis hydrogen rotary engine-reference exhibit (RE) technology-electronic controlled gas injection-EGR (Exhaust Gas Recirculation)-Dual Fuel system" border="0" height="483" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-renesis-hydrogen-rotary-engine-reference-exhibit-RE-technology-electronic-controlled-gas-inje3.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-renesis hydrogen rotary engine-reference exhibit (RE) technology-electronic controlled gas injection-EGR (Exhaust Gas Recirculation)-Dual Fuel system" width="450" /></a><br />
<strong>Technology of the RENESIS Hydrogen Rotary Engine:</strong><br />
The RENESIS hydrogen rotary engine employs direct injection, with electronically-controlled hydrogen gas injectors. This system draws in air from a side port and injects hydrogen directly into the intake chamber with an electronically-controlled hydrogen gas injector installed on the top of the rotor housing. The technology illustrated below takes full advantage of the benefits of the rotary engine in achieving hydrogen combustion.<br />
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-hYDROGEN-FUELED-ROTARY-ENGINE-CONCEPT-DUAL-FUEL-SYSTEM-WITH-ELECTRONICALLY-CONTROLLED-HYDROGE.gif"><img alt="01-hYDROGEN FUELED ROTARY ENGINE CONCEPT-DUAL FUEL SYSTEM-WITH ELECTRONICALLY CONTROLLED HYDROGEN GAS INJECTOR" border="0" height="175" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-hYDROGEN-FUELED-ROTARY-ENGINE-CONCEPT-DUAL-FUEL-SYSTEM-WITH-ELECTRONICALLY-CONTROLLED-HYDROGE1.gif" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-hYDROGEN FUELED ROTARY ENGINE CONCEPT-DUAL FUEL SYSTEM-WITH ELECTRONICALLY CONTROLLED HYDROGEN GAS INJECTOR" width="450" /></a><br />
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<strong>RE Features suited to Hydrogen Combustion</strong><br />
In the practical application of hydrogen internal combustion engines, avoidance of so-called backfiring (premature ignition) is a major issue. Backfiring is ignition caused by the fuel coming in contact with hot engine parts during the intake process. In reciprocal engines, the intake, compression, combustion and exhaust processes take place in the same location—within the cylinders. As a result, the ignition plugs and exhaust valves reach a high temperature due to the heat of combustion and the intake process becomes prone to backfiring. <br />In contrast, the RE structure has no intake and exhaust valves, and the low-temperature intake chamber and high-temperature combustion chamber are separated. This allows good combustion and helps avoid backfiring. <br />Further, the RE encourages thorough mixing of hydrogen and air since the flow of the air-fuel mixture is stronger and the duration of the intake process is longer than in reciprocal engines.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-mazda-hydrogen-RE-technologies-Dual-fuel-Car-Hydrogen-and-gasoline-Hydrogen-rotary-engine1.jpg"><img alt="01-mazda-hydrogen RE technologies-Dual fuel Car-Hydrogen and gasoline-Hydrogen rotary engine" border="0" height="300" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-mazda-hydrogen-RE-technologies-Dual-fuel-Car-Hydrogen-and-gasoline-Hydrogen-rotary-engine_thu1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-mazda-hydrogen RE technologies-Dual fuel Car-Hydrogen and gasoline-Hydrogen rotary engine" width="450" /></a><br />
<strong>Combined use of Direct Injection and Premixing</strong><br />
Aiming to achieve a high output in hydrogen fuel mode, a direct injection system is applied by installing an electronically-controlled hydrogen gas injector on the top of the rotor housing. Structurally, the RE has considerable freedom of injector layout, so it is well suited to direct injection. <br />Further, a gas injector for premixing is installed on the intake pipe enabling the combined use of direct injection and premixing, depending on driving conditions. This produces optimal hydrogen combustion. <br />When in the gasoline fuel mode, fuel is supplied from the same gasoline injector as in the standard gasoline engine.<br />
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<strong>Adoption of Lean Burn and EGR</strong><br />
Lean burn and exhaust gas recirculation (EGR) are adopted to reduce nitrogen oxide (NOx) emissions. NOx is primarily reduced by lean burn at low engine speeds, and by EGR and a three-way catalyst at high engine speeds. The three-way catalyst is the same as the system used with the standard gasoline engine. <br />Optimal and appropriate use of lean burn and EGR satisfies both goals of high output and low emissions. The volume of NOx emissions is about 90 percent reduced from the 2005 reference level.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-EGR-System-Exhaust-gas-Recirculation-layout.jpg"><img alt="01-EGR System-Exhaust gas Recirculation-layout" border="0" height="387" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-EGR-System-Exhaust-gas-Recirculation-layout_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-EGR System-Exhaust gas Recirculation-layout" width="450" /></a><br />
<strong>Dual Fuel System</strong><br />
When the system runs out of hydrogen fuel, it automatically switches to gasoline fuel. For increased convenience, the driver can also manually shift the fuel from hydrogen to gasoline at the touch of a button.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-dual-fuel-system-custom-exhaust-systems-RX7fp.jpg"><img alt="01-dual fuel system-custom exhaust systems-RX7fp" border="0" height="621" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-dual-fuel-system-custom-exhaust-systems-RX7fp_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-dual fuel system-custom exhaust systems-RX7fp" width="450" /></a></div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-58517259654238710792013-10-02T10:13:00.003-07:002013-10-02T10:24:36.595-07:00Common Rail Type Fuel Injection System<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-bosch-common-rail-injection-system-cutting-edge-diesel-technology-ultra-high-performance-12-c.jpg"><img alt="01-bosch-common rail injection system-cutting edge diesel technology-ultra high performance 12 cylinder engine" border="0" height="326" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-bosch-common-rail-injection-system-cutting-edge-diesel-technology-ultra-high-performance-12-c1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-bosch-common rail injection system-cutting edge diesel technology-ultra high performance 12 cylinder engine" width="450" /></a></div>
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Electronic control common rail type fuel injection system drives an integrated fuel pump at an ultrahigh pressure to distribute fuel to each injector per cylinder through a common rail.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Bosch_common_rail_injector.jpg"><img alt="01-Bosch_common_rail_injector" border="0" height="338" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Bosch_common_rail_injector_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-Bosch_common_rail_injector" width="450" /></a></div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-common-rail-fuel-injection-system.jpg"><img alt="01-common rail fuel injection system" border="0" height="324" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-common-rail-fuel-injection-system_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-common rail fuel injection system" width="450" /></a> <br />This enables optimum combustion to generate big horsepower, and reduce PM* (diesel plume) and fuel consumption.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-common-rail-type-fuel-injection-system-distribute-in-ultrahigh-pressure-optimum-combustion-r.jpg"><img alt="01-common rail type fuel injection system-distribute in ultrahigh pressure- optimum combustion rate" border="0" height="398" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-common-rail-type-fuel-injection-system-distribute-in-ultrahigh-pressure-optimum-combustion-r1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-common rail type fuel injection system-distribute in ultrahigh pressure- optimum combustion rate" width="450" /></a></div>
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Bosch will supply the complete common-rail injection system for the high-performance 12-cylinder engine introduced by Peugeot Sport for its latest racing car. The system comprises high-pressure pumps, a fuel rail shared by all cylinders (i.e. a common rail), piezo in-line injectors, and the central control unit which compiles and processes all relevant sensor data.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-58722786523955798172013-10-02T10:13:00.000-07:002013-10-02T10:24:36.597-07:00DISI Turbo | Direct Injection Spark Ignition Technology | Variable Timing Technology<div dir="ltr" style="text-align: left;" trbidi="on">
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DISI includes a whole new set of innovations for gasoline engines. To mention a few, direct injection (including cooling the air-gasoline mixture), a new combustion chamber geometry, variable timing technology, and nanotechnology for the catalyst. This all makes the engines consume 20 percent less while getting 15 to 20 percent better performance.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-DISI-Turbo-Engine-Direct-Injection-Spark-Ignition-system-idle-stop-mechanism.jpg"><img alt="01-DISI Turbo Engine-Direct Injection Spark Ignition system-idle stop mechanism" border="0" height="323" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-DISI-Turbo-Engine-Direct-Injection-Spark-Ignition-system-idle-stop-mechanism_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-DISI Turbo Engine-Direct Injection Spark Ignition system-idle stop mechanism" width="450" /></a></div>
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Further developments for its diesels: new direct injection technology (most European automakers are switching to piezoelectric injectors), making the engine lighter, DPF, and urea technology to reduce NOx emissions</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Direct-Injection-spark-ignition-DISI-Turbo-Technology-engine-schematic-arrangement.jpg"><img alt="01-Direct Injection spark ignition-DISI Turbo Technology-engine-schematic arrangement" border="0" height="420" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-Direct-Injection-spark-ignition-DISI-Turbo-Technology-engine-schematic-arrangement_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-Direct Injection spark ignition-DISI Turbo Technology-engine-schematic arrangement" width="450" /></a></div>
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Mazda’s DISI* engines balance sporty driving with outstanding environment performance. With the next generation engine in the series, we are aiming for a 15% ~ 20% improvement in dynamic performance and a 20% increase in fuel economy (compared with a Mazda 2.0L gasoline engine). Based on the direct injection system, we aim to reduce all energy losses (see figure on the right) and improve thermal efficiency through innovative engineering in a variety of technological areas. Among these technologies we are paying particular attention to direct injection, combustion control, variable valve system technology and catalyst technology. Also, among the various fuels on the market, we are studying the use of flex-fuel.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-68349010484562815732013-10-02T10:12:00.000-07:002013-10-02T10:24:36.607-07:00Biotech Materials | Bio-Plastics | Bio-Fabrics<div dir="ltr" style="text-align: left;" trbidi="on">
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Today, various automobile parts are made from plastics, which are reliant on the supply of petroleum. There is a need to find new materials for these parts so we can promote a post-petroleum era and reduce CO2 emissions. </div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-plastic-injection-moulds-bio-plastics-automobile-components-light-weight-materials.jpg"><img alt="01-plastic injection moulds-bio plastics-automobile components-light weight materials" border="0" height="343" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-plastic-injection-moulds-bio-plastics-automobile-components-light-weight-materials_thumb.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-plastic injection moulds-bio plastics-automobile components-light weight materials" width="450" /></a></div>
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The automobile industry’s first plant-derived bio-plastic, which can be injection-molded to ensure thermal and shock resistance and a beautiful finish.</div>
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<strong>High Strength Heat Resistant Heat Materials</strong></div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-high-strength-high-resistant-high-reliability-plastics-roto-molding-foam-molding-plastic-in.jpg"><img alt="01-high strength-high resistant - high reliability-plastics-roto molding-foam molding-plastic injection molding" border="0" height="162" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-high-strength-high-resistant-high-reliability-plastics-roto-molding-foam-molding-plastic-in1.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-high strength-high resistant - high reliability-plastics-roto molding-foam molding-plastic injection molding" width="250" /></a></div>
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To be suitable for use as automobile parts, plant-derived plastics (bio-plastics) must have the required strength (shock impact resistance) and heat resistance.</div>
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It resulted in the creation of a bio-plastic with the high strength, heat resistance and high quality finish necessary for injection-molded automobile interior parts. It is the first bio-plastic in the automobile industry that maintains a high plant-derived content (over 80 percent). We altered the molecular structure of poly-lactic acid extracted from plants to raise its melting point and developed it as a nucleating agent. A compatibilizer compound<sup>*2</sup> was also developed to highly disperse the shock-absorbing flexible ingredients. These two breakthroughs improved material’s ability to uniformly absorb and release energy generated by impacts.\</div>
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This bio-plastic is three times the shock impact resistance along with 25 percent higher heat resistance when compared to contemporary bio-plastics used for items such as electrical appliances.</div>
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And unlike conventional bio-plastics whose properties are suitable for press-forming only, Mazda’s bio-plastic can be extrusion-molded. Consequently, this bio-plastic can be used for various car parts.</div>
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The Premacy Hydrogen RE Hybrid featured this bio-plastic in the vehicle’s instrument panel and other interior fittings.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-bio-tech-materials-the-carbon-cycle-bioplastic-decomposition-Co2-levels-co2-emissions.gif"><img alt="01-bio tech materials-the carbon cycle-bioplastic decomposition-Co2 levels-co2 emissions" border="0" height="590" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-bio-tech-materials-the-carbon-cycle-bioplastic-decomposition-Co2-levels-co2-emissions_thumb.gif" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-bio tech materials-the carbon cycle-bioplastic decomposition-Co2 levels-co2 emissions" width="450" /></a></div>
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<strong>Less CO2 Emitted, Less Energy Consumed and less Material Used</strong></div>
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Bio-plastic is a plant-derived and carbon-neutral material. It reduces reliance on fossil fuels and therefore also cuts CO2 emissions. In addition, its manufacture involves fermentation of natural materials such as starches and sugars. As a result, it requires 30 percent less energy to produce than petroleum-base polypropylene plastics. The new bio-plastic is also stronger than other plastics, which means parts can be thinner so less material is required for production.</div>
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<strong>Bio-Fabrics:</strong></div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-BIOFRONTfabric-fibers-tango-biofabrics-bioplastic.jpg"><img alt="01-BIOFRONTfabric fibers-tango biofabrics-bioplastic" border="0" height="301" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-BIOFRONTfabric-fibers-tango-biofabrics-bioplastic_thumb.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-BIOFRONTfabric fibers-tango biofabrics-bioplastic" width="450" /></a></div>
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The world’s first bio-fabric made with completely plant-derived fibers, suitable for use in vehicle interiors. This bio-fabric does not contain any oil-based materials, yet it possesses the qualities and durability required for use in vehicle seat covers. Resistant to abrasion and damage from sunlight, in addition to being flame retardant, the new bio-fabric meets the highest quality standards. </div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-honda-biofabric-plant-based-plastics-automobile-fabric.jpg"><img alt="01-honda-biofabric-plant based plastics-automobile fabric" border="0" height="252" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-honda-biofabric-plant-based-plastics-automobile-fabric_thumb.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-honda-biofabric-plant based plastics-automobile fabric" width="450" /></a></div>
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A new poly-lactic acid —as a crystallization agent to control the entire molecular architecture of raw resins to form a "tereo complex structure<sup>*2</sup>." The technique was used to improve fiber strength until the fabric attained sufficient resistance to abrasion and light damage for practical use in vehicle seat covers.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-mazda-biofabric-biotech-materials-seat-covers.jpg"><img alt="01-mazda-biofabric-biotech materials-seat covers" border="0" height="450" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-mazda-biofabric-biotech-materials-seat-covers_thumb.jpg" style="background-image: none; border-width: 0px; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-mazda-biofabric-biotech materials-seat covers" width="300" /></a></div>
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The technology enables the production of fibers made from 100 percent plant-derived poly-lactic acid which are well-suited for automobile applications. Other crucial qualities necessary for the highest performing fabrics, such as fire retardant properties</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-80098815914179885782013-10-02T10:09:00.002-07:002013-10-02T10:24:36.612-07:00Hybrid Synergy Drive (HSD) Technology | Hybrid System | Hybrid Cars<div dir="ltr" style="text-align: left;" trbidi="on">
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What Is a Hybrid System?</h3>
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A hybrid system combines different power sources to maximize each one’s strengths, while compensating for the others’ shortcomings. A gasoline-electric hybrid system, for example, combines an internal combustion engine’s high-speed power with the clean efficiency and low-speed torque of an electric motor that never needs to be plugged in.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-hybrid-cars-gasoline-electric-hybrid-system-with-internal-combustion-engine.jpg"><img alt="01-hybrid-cars-gasoline electric hybrid system with internal combustion engine" border="0" height="221" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-hybrid-cars-gasoline-electric-hybrid-system-with-internal-combustion-engine_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-hybrid-cars-gasoline electric hybrid system with internal combustion engine" width="450" /></a><br />
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Are All Hybrids Created Equal?</h4>
There are several ways in which electric motors and a gas/petrol engine can be combined.<br />
Toyota perfected the series/parallel or "full" hybrid to deliver the energy-saving benefit of a series hybrid together with the acceleration benefit of a parallel hybrid. Two key technologies — the power split device and sophisticated energy management — make this possible. They constantly optimize the flows of mechanical power and electric power for safe and comfortable vehicle operation at the highest possible efficiency.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-ecu-control-system-control-conceptual-diagram-HSD-work.jpg"><img alt="01-ecu control-system control-conceptual diagram-HSD work" border="0" height="375" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-ecu-control-system-control-conceptual-diagram-HSD-work_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-ecu control-system control-conceptual diagram-HSD work" width="450" /></a><br />
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The Full Hybrid</h4>
Toyota’s unique hybrid system combines an electric motor and a gasoline engine in the most efficient manner. It saves fuel and reduces emissions while giving ample power.<br />
Taking advantage of the electric motors’ low-speed torque at start-off<br />
When the car starts off, Toyota’s hybrid vehicles use only the electric motors, powered by the battery, while the gas/petrol engine remains shut off. A gas/petrol engine cannot produce high torque in the low rpm range, whereas electric motors can – delivering a very responsive and smooth start.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-hybrid-system-concept-cars-gasoline-electric-mechanical-hybrid-system.jpg"><img alt="01-hybrid-system-concept cars-gasoline electric mechanical hybrid system" border="0" height="523" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-hybrid-system-concept-cars-gasoline-electric-mechanical-hybrid-system_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-hybrid-system-concept cars-gasoline electric mechanical hybrid system" width="450" /></a></div>
Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-29230035761174334822013-10-02T10:08:00.004-07:002013-10-02T10:24:36.564-07:00Ultimate Eco Car Challenge | Development of Ultimate Eco Car<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-ultimate_eco_car-developments-of-hybrid-technology-development-of-hydrogen-fuel-fuel-cell-hyb.jpg"><img alt="01-ultimate_eco_car-developments of hybrid technology-development of hydrogen fuel-fuel cell-hybrid technology" border="0" height="282" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-ultimate_eco_car-developments-of-hybrid-technology-development-of-hydrogen-fuel-fuel-cell-hyb1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-ultimate_eco_car-developments of hybrid technology-development of hydrogen fuel-fuel cell-hybrid technology" width="450" /></a><br />
Continuous improvement in conventional engines, including lean-burn gasoline engines, direct injection gasoline engines and common rail direct-injection diesel engines, as well as engines modified to use alternative fuels, such as compressed natural gas (CNG) or electricity (for Electric Vehicle).<br />
Engineers may disagree about which fuel or car propulsion system is best, but they do agree that hybrid technology is the core for eco-car development.<br />
<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-ultimate_eco_car-diesel-hybrid-fuel-cell-vehicle-alternate-fuel-hybrid-vehicles.jpg"><img alt="01-ultimate_eco_car-diesel hybrid-fuel cell vehicle-alternate fuel hybrid vehicles" border="0" height="450" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-ultimate_eco_car-diesel-hybrid-fuel-cell-vehicle-alternate-fuel-hybrid-vehicles_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-ultimate_eco_car-diesel hybrid-fuel cell vehicle-alternate fuel hybrid vehicles" width="450" /></a><br />
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“Plug-in hybrid” technology brings further potential for substantial CO2 emissions reductions from vehicles. It has a higher battery capacity and is thus more fuel-efficient than the current hybrid, assisted by the power of engine. For a short-distance drive, it could be run with electricity charged during the night. Depending on how electricity is generated, the vehicle could run with much lower CO2 emissions. In order to commercialize the plug-in hybrid, there is again a need for a breakthrough in battery technology. It is necessary to develop a smaller-sized battery with higher capacity. Plug-in hybrids could contribute to reducing substantial amounts of CO2 emissions from vehicles, as well as fossil fuel use, by charging from cleaner electricity sources in the future. </div>
<strong>Challenges of increasing power performance</strong> <br />
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In order to improve the driving performance, its power train was completely redesigned. To increase motor output, a high-voltage power-control was adopted. Although this technology was used in industrial machines and trains, the idea of incorporating it into an automobile did not easily occur at first. First of all, the system itself would take up a substantial amount of space and secondly, there was no prior example of applying this method to a motor that switches between output and power generation at such a dizzy pace. </div>
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Once the development of the high-voltage power circuit began, there was a mountain of problems, such as what to do about the heat generated by increasing voltage and the noise generated. To reevaluate the power train, the project team had to produce prototypes and repeat numerous tests. The prototyping stage went to seven prototypes instead of the usual three, and the total distance driven by these prototypes during testing </div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-34595110666048061432013-10-02T10:08:00.001-07:002013-10-02T10:24:36.573-07:00Fuel Cell Technology<div dir="ltr" style="text-align: left;" trbidi="on">
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The fuel cell vehicle (FCV) is the nearest thing yet to an "ultimate eco-car" that offers solutions to energy and emissions issues.</h4>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-fcc-car-fuel-cell-car-fuel-cell-technology.jpg"><img alt="01-fcc-car-fuel cell car-fuel cell technology" border="0" height="290" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-fcc-car-fuel-cell-car-fuel-cell-technology_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-fcc-car-fuel cell car-fuel cell technology" width="450" /></a></div>
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FCVs are powered by fuel cells, which generate electricity from hydrogen, which is not only environmentally friendly and highly energy-efficient, but can also be produced using a variety of readily available raw materials. Thanks to these characteristics, fuel cell vehicles are ideal for achieving sustainable mobility. Therefore, Toyota is striving to make this vehicle technology widely available as soon as possible.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-fuelcell_vehicle-FCV-ultimate-Eco-car-Hybrid-technology.jpg"><img alt="01-fuelcell_vehicle - FCV-ultimate Eco car-Hybrid technology" border="0" height="326" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-fuelcell_vehicle-FCV-ultimate-Eco-car-Hybrid-technology_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-fuelcell_vehicle - FCV-ultimate Eco car-Hybrid technology" width="450" /></a></div>
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Successful startup: -30° Celsius </div>
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Extended cruising range: 830km (JC08 mode) without refueling</div>
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At a steady cruising speed, the motor is powered by energy from the fuel cell. When more power is needed, for example during sudden acceleration, the battery supplements the fuel cell’s output. Conversely, at low speeds when less power is required, the vehicle runs on battery power alone. During deceleration the motor functions as an electric generator to capture braking energy, which is stored in the battery.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-fuel-cell-animation-how-fuel-cell-works.gif"><img alt="01-fuel cell animation-how fuel cell works" height="341" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-fuel-cell-animation-how-fuel-cell-works_thumb.gif" style="display: block; float: none; margin-left: auto; margin-right: auto;" title="01-fuel cell animation-how fuel cell works" width="379" /></a></div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-schematic-arrangement-of-basic-fuel-cell-concept-status-of-fuel-cell-technology.gif"><img alt="01-schematic arrangement of basic fuel cell concept-status of fuel cell technology" border="0" height="289" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-schematic-arrangement-of-basic-fuel-cell-concept-status-of-fuel-cell-technology_thumb.gif" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-schematic arrangement of basic fuel cell concept-status of fuel cell technology" width="450" /></a></div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-20769294953004292672013-10-02T10:06:00.002-07:002013-10-02T10:24:36.557-07:00World’s First Air-Powered Car | Zero Emissions<div dir="ltr" style="text-align: left;" trbidi="on">
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India’s largest automaker is set to start producing the world’s first commercial air-powered vehicle. The Air Car, developed by ex-Formula One engineer Guy Nègre for Luxembourg-based MDI, uses compressed air, as opposed to the gas-and-oxygen explosions of internal-combustion models, to push its engine’s pistons. Some 6000 zero-emissions Air Cars are scheduled to hit Indian streets in August of 2008.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-air-car-zero-emissions-first-air-powered-car.jpg"><img alt="01-air-car-zero emissions-first air powered car" border="0" height="254" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-air-car-zero-emissions-first-air-powered-car_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-air-car-zero emissions-first air powered car" width="450" /></a></div>
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Barring any last-minute design changes on the way to production, the Air Car should be surprisingly practical. The $12,700 City CAT, one of a handful of planned Air Car models, can hit 68 mph and has a range of 125 miles. It will take only a few minutes for the City CAT to refuel at gas stations equipped with custom air compressor units; MDI says it should cost around $2 to fill the car’s carbon-fiber tanks with 340 liters of air at 4350 psi. Drivers also will be able to plug into the electrical grid and use the car’s built-in compressor to refill the tanks in about 4 hours.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-air-car-engine.jpg"><img alt="01-air-car-engine" border="0" height="438" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-air-car-engine_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-air-car-engine" width="450" /></a></div>
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Of course, the Air Car will likely never hit American shores, especially considering its all-glue construction. But that doesn’t mean the major automakers can write it off as a bizarre Indian experiment — MDI has signed deals to bring its design to 12 more countries, including Germany, Israel and South Africa.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-24264175872895802762013-10-02T10:05:00.002-07:002013-10-02T10:24:36.559-07:00Air-Powered Car Coming to Hit 1000-Mile Range<div dir="ltr" style="text-align: left;" trbidi="on">
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The Air Car caused a huge stir when we reported last year that Tata Motors would begin producing it in India. Now the little gas-free ride that could is headed Stateside in a big-time way.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-aircar-air-powered-car-zero-pollution-motor-tata-motors-hit-1000-miles.jpg"><img alt="01-aircar-air powered car-zero pollution motor-tata motors-hit 1000 miles" border="0" height="225" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-aircar-air-powered-car-zero-pollution-motor-tata-motors-hit-1000-miles_thumb.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-aircar-air powered car-zero pollution motor-tata motors-hit 1000 miles" width="300" /></a></div>
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Zero Pollution Motors (ZPM) confirmed on Thursday that it expects to produce the world’s first air-powered car for the United States by late 2009 or early 2010. As the U.S. licensee for Luxembourg-based MDI, which developed the Air Car as a compression-based alternative to the internal combustion engine, ZPM has attained rights to build the first of several modular plants, which are likely to begin manufacturing in the Northeast and grow for regional production around the country, at a clip of up to 10,000 Air Cars per year.</div>
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And while ZPM is also licensed to build MDI’s two-seater One CAT economy model (the one headed for India) and three-seat Mini CAT (like a Smart For Two without the gas), the New Paltz, N.Y., startup is aiming bigger: Company officials want to make the first air-powered car to hit U.S. roads a $17,800, 75-hp equivalent, six-seat modified version of MDI’s City CAT (pictured above) that, thanks to an even more radical engine, is said to travel as far as 1000 miles at up to 96 mph with each tiny fill-up.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-aircar-production-launching-next-year-guy-negre-MDI-Motor-development-International1.jpg"><img alt="01-aircar-production-launching next year-guy negre, MDI, Motor development International" border="0" height="338" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01-aircar-production-launching-next-year-guy-negre-MDI-Motor-development-International_thumb1.jpg" style="background-image: none; border: 0px currentColor; display: block; float: none; margin: 0px auto; padding-left: 0px; padding-right: 0px; padding-top: 0px;" title="01-aircar-production-launching next year-guy negre, MDI, Motor development International" width="450" /></a></div>
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We’ll believe that when we drive it, but MDI’s new dual-energy engine—currently being installed in models at MDI facilities overseas—is still pretty damn cool in concept. After using compressed air fed from the same Airbus-built tanks in earlier models to run its pistons, the next-gen Air Car has a supplemental energy source to kick in north of 35 mph, ZPM says. A custom heating chamber heats the air in a process officials refused to elaborate upon, though they insisted it would increase volume and thus the car’s range and speed.</div>
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"I want to stress that these are estimates, and that we’ll know soon more precisely from our engineers," ZPM spokesman Kevin Haydon told PM, "but a vehicle with one tank of air and, say, 8 gal. of either conventional petrol, ethanol or biofuel could hit between 800 and 1000 miles."</div>
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Those figures would make the Air Car, along with Aptera’s Typ-1 and Tesla’s Roadster, a favorite among early entrants for the Automotive X Prize, for which MDI and ZPM have already signed up. But with the family-size, four-door City CAT undergoing standard safety tests in Europe, then side-impact tests once it arrives in the States, could it be the first 100-mpg, nonelectric car you can actually buy?</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-18792967060318298512013-10-02T10:04:00.002-07:002013-10-02T10:24:36.554-07:00Variable Turbo Chargers Geometry (VTG)<div dir="ltr" style="text-align: left;" trbidi="on">
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<b>Variable geometry turbocharger</b>s (<b>VGT</b>s) are a family of turbochargers, usually designed to allow the effective aspect ratio (sometimes called A/R Ratio) of the turbo to be altered as conditions change. This is done because optimum aspect ratio at low engine speeds is very different from that at high engine speeds. If the aspect ratio is too large, the turbo will fail to create boost at low speeds; if the aspect ratio is too small, the turbo will choke the engine at high speeds, leading to high exhaust manifold pressures, high pumping losses, and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the turbo’s aspect ratio can be maintained at its optimum. Because of this, VGTs have a minimal amount of lag, have a low boost threshold, and are very efficient at higher engine speeds. VGTs do not require a waste gate.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01variableturbinegeometryturbochargervtgsequence.gif"><img alt="01-variable turbine geometry-turbocharger-vtg-sequence" height="266" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01variableturbinegeometryturbochargervtgsequence_thumb.gif" style="display: block; float: none; margin-left: auto; margin-right: auto;" title="01-variable turbine geometry-turbocharger-vtg-sequence" width="400" /></a> </div>
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<b>Most common designs</b> <br />The two most common implementations include a ring of aerodynamically-shaped vanes in the turbine housing at the turbine inlet. Generally for light duty engines (passenger cars, race cars, and light commercial vehicles) the vanes rotate in unison to vary the gas swirl angle and the cross sectional area. Generally for heavy duty engines the vanes do not rotate, but instead the axial width of the inlet is selectively blocked by an axially sliding wall (either the vanes are selectively covered by a moving slotted shroud, or the vanes selectively move vs a stationary slotted shroud). Either way the area between the tips of the vanes changes, leading to a variable aspect ratio.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01normal_turbochargervtgturboturbinesectioncompressorsection.jpg"><img alt="01-normal_turbo charger-vtg turbo-turbine section-compressor section" border="0" height="300" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01normal_turbochargervtgturboturbinesectioncompressorsection_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-normal_turbo charger-vtg turbo-turbine section-compressor section" width="450" /></a> </div>
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<b>Actuation</b> <br />Often the vanes are controlled by a membrane actuator identical to that of a waste gate, however increasingly electric servo actuation is used. Hydraulic actuators have also been used in some applications.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01Twincharger_theoryturbochargerlayoutdiagram.jpg"><img alt="01-Twincharger_theory-turbocharger layout diagram" border="0" height="365" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01Twincharger_theoryturbochargerlayoutdiagram_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-Twincharger_theory-turbocharger layout diagram" width="450" /></a></div>
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<b>Main suppliers</b></div>
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Several companies supply the rotating vane type of variable geometry turbocharger, including Garrett (Honeywell), Borg Warner and MHI (Mitsubishi Heavy Industries). The rotating vane design is mostly limited to small engines and/or to light duty applications (passenger cars, race cars and light commercial vehicles). The only supplier of the sliding vane type of variable geometry turbocharger is Cummins Turbo Technologies (Holset), who are effectively the sole supplier of variable geometry turbochargers for applications involving large engines and heavy duty use (i.e. trucks and off highway applications).</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01turbopartsturbochargersectioncompressorairdischarge.jpg"><img alt="01-turbo-parts-turbocharger section-compressor air discharge" border="0" height="253" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01turbopartsturbochargersectioncompressorairdischarge_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-turbo-parts-turbocharger section-compressor air discharge" width="450" /></a> </div>
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<b>Other common uses</b> <br />In trucks, VG turbochargers are also used to control the ratio of exhaust re-circulated back to the engine inlet (they can be controlled to selectively increase the exhaust manifold pressure exceeds the inlet manifold pressure, which promotes exhaust gas recirculation (EGR)). Although excessive engine back pressure is detrimental to overall fuel economy, ensuring a sufficient EGR rate even during transient events (e.g. gear changes) can be sufficient to reduce nitrogen oxide emissions down to that required by emissions legislation (e.g. Euro 5 for Europe and EPA 10 for the USA).</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01turbochargerVtgcrosssectionaldiagramcontrolsystem.jpg"><img alt="01-turbocharger-Vtg-cross sectional diagram-control system" border="0" height="294" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01turbochargerVtgcrosssectionaldiagramcontrolsystem_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-turbocharger-Vtg-cross sectional diagram-control system" width="350" /></a> </div>
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Another use for the sliding vane type of turbocharger is as downstream engine exhaust brake (non-decompression type), so that an extra exhaust throttle valve isn’t needed. Also the mechanism can be deliberately modified to reduce the turbine efficiency in a predefined position. This mode can be selected to sustain a raised exhaust temperature to promote "light-off" and "regeneration" of a diesel particulate filter (this involves heating the carbon particles stuck in the filter until they oxidize away in a semi-self sustaining reaction – rather like the self-cleaning process some ovens offer). Actuation of a VG turbocharger for EGR flow control or to implement braking or regeneration modes generally requires hydraulic or electric servo actuation.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-42228552148664687922013-10-02T10:03:00.000-07:002013-10-02T10:24:36.587-07:00Turbo-Charger | What Is Turbo Charger | Super Charger | Functions Of Turbo Charger | Turbo Charger Parts<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01twinturbosuperchargerandturbo.jpg"><img alt="01-twin turbo-supercharger and turbo" border="0" height="340" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01twinturbosuperchargerandturbo_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-twin turbo-supercharger and turbo" width="350" /></a> </div>
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A turbocharger is actually a type of supercharger. Originally, the turbocharger was called a "turbo super charger." Obviously, the name was shortened out of convenience.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01Twincharger_theoryturbochargerlayoutdiagram1.jpg"><img alt="01-Twincharger_theory-turbocharger layout diagram" border="0" height="364" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01Twincharger_theoryturbochargerlayoutdiagram_thumb1.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-Twincharger_theory-turbocharger layout diagram" width="449" /></a> </div>
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A turbocharger’s purpose is to compress the oxygen entering a car’s engine, increasing the amount of oxygen that enters and thereby increasing the power output. Unlike the belt-driven supercharger that is normally thought of when one hears the word "supercharger," the turbocharger is powered by the car’s own exhaust gases. In other words, a turbocharger takes a by-product of the engine that would otherwise be useless, and uses it to increase the car’s horsepower.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01turbopartsturbochargersectioncompressorairdischarge1.jpg"><img alt="01-turbo-parts-turbocharger section-compressor air discharge" border="0" height="233" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01turbopartsturbochargersectioncompressorairdischarge_thumb1.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-turbo-parts-turbocharger section-compressor air discharge" width="414" /></a> </div>
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Cars without a turbocharger or supercharger are called <em>normally aspirated</em>. Normally aspirated cars draw air into the engine through an air filter; the air then passes through a meter, which monitors and regulates the amount of air that enters the system. The air is then delivered to the engine’s combustion chambers, along with a controlled amount of fuel from the carburetor or fuel injectors.</div>
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In a turbocharged engine, however, the air is compressed so that more oxygen will fit in the combustion chamber, dramatically increasing the burning power of the engine. The turbocharger is composed of two main parts: the compressor, which compresses the air in the intake; and the turbine, which draws the exhaust gases and uses them to power the compressor. Another commonly used term in relation to turbochargers is <em>boost</em>, which refers to the amount of pressure the air in the intake is subjected to; in other words, the more compressed the air is, the higher the boost.</div>
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Although the increase in power is advantageous to the car — and likely a source of enjoyment for the driver — a turbocharger has its drawbacks. First and foremost, a turbocharged engine must have a lower compression ratio than a normally aspirated engine. For this reason, one cannot simply put a turbocharger on an engine that was intended for normal aspiration without seriously undermining the life and performance of the engine. Also, a lower compression ratio means the engine will run less efficiently at low power.</div>
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Another major drawback of a turbocharger is the phenomenon known as <em>turbo lag</em>. Because the turbocharger runs on exhaust gases, the turbine requires a build-up of exhaust before it can power the compressor; this means that the engine must pick up speed before the turbocharger can kick in. Additionally, the inlet air grows hotter as it is compressed, reducing its density, and thereby its efficiency in the combustion chamber; a radiator-like device called an intercooler is often used to counter this effect in turbocharged engines.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-9380664787353800062013-10-02T10:02:00.000-07:002013-10-02T10:24:36.618-07:00Super Charger | Super Chargers for Car or Truck | Introduction to Supercharger<div dir="ltr" style="text-align: left;" trbidi="on">
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Engines combust (burn) fuel and use the energy of that combustion to do work. The more fuel that is combusted in any given time then the more energy is available to carry out the engines task. Fuel requires air (or the oxygen contained within air) to burn so if there isn’t enough air mixed with the fuel it will not burn. This also means that the amount of air entering an engine determines how much fuel can be burnt and consequently how much energy (or power) an engine can produce. Superchargers are essentially an air pump designed to cram extra air into an engine allowing it to combust more fuel than would otherwise be possible.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/2011MustangSupercharger.jpg"><img alt="2011-Mustang-Supercharger" border="0" height="299" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/2011MustangSupercharger_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="2011-Mustang-Supercharger" width="450" /></a> </div>
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Mercedes pioneered automotive superchargers on their race cars during the 1920’s. These were simple reciprocating compressors attached to the engine by an electrically operated clutch. A switch activated by the accelerator pedal turned the pump on when extra power (full throttle) was required. A flurry of engineering endeavor ensued in order to reign in Mercedes advantage on the racetrack. Within a few short years most of the basic designs for modern superchargers had appeared.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/mmfp060902z2b1999fordf150lightning2bwhipplesupercharger.jpg"><img alt="mmfp-0609-02z-2b1999-ford-f150-lightning-2bwhipple-supercharger" border="0" height="338" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/mmfp060902z2b1999fordf150lightning2bwhipplesupercharger_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="mmfp-0609-02z-2b1999-ford-f150-lightning-2bwhipple-supercharger" width="450" /></a> </div>
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During the 1930’s superchargers were largely the preserve of marine engines, aircraft and race vehicles but gradually found their way into commercial diesel engines by the 1950’s. It has been common for truck engines to be turbo supercharged (a.k.a. turbocharged) for decades but car engines originally had difficulty in effectively employing this technology.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01superchargerlayout.jpg"><img alt="01-supercharger-layout" border="0" height="292" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01superchargerlayout_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-supercharger-layout" width="450" /></a> </div>
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Superchargers mostly fall into one of two categories, mechanically driven superchargers and turbo superchargers driven by exhaust gasses. A third category is starting to make an appearance and that is electrically powered superchargers.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01superchargerwork.jpg"><img alt="01-super-charger-work" border="0" height="326" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01superchargerwork_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-super-charger-work" width="357" /></a> </div>
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Turbo superchargers (a.k.a. turbochargers or turbo’s) are relatively compact, lightweight and efficient but suffer from turbo lag and heat stress. By turbo lag we mean the amount of time it takes for the turbo’s rotor to speed up to full efficiency. Some of the earliest turbo charged vehicles took so long for the turbo to produce a usable amount of boost that they were all but useless. Modern turbo chargers are much better in this regard but turbo lag is still a problem. Heat is another bane of turbo chargers. Exhaust gasses are extremely hot and can cause so much heat to build up in the turbo that oil will burn and congeal within its galleries leading to a bearing failure. This is why many turbo chargers have a turbo timer. The timer will cause an engine to continue idling for a few minutes after it is switched off allowing excess heat to be dissipated.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01superchargerschematicdiagram.jpg"><img alt="01-super charger schematic diagram" border="0" height="306" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01superchargerschematicdiagram_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-super charger schematic diagram" width="450" /></a> </div>
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Mechanically driven superchargers usually don’t suffer from turbo lag and can often produce more boost than an exhaust driven charger (turbo). On the negative side they are generally bulky, heavy, and have a cumbersome drive mechanism (usually belt drive). Furthermore most chargers of this type have to supply air at all engine speeds and loads making them difficult to match various engine conditions precisely.</div>
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As our supercharger is electrically driven we have devoted an entire article to the advantages and disadvantages of this type.</div>
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Heat exchangers (intercoolers) are frequently used in conjunction with superchargers. Compressing air increases its temperature thus making it less dense. By re-cooling the compressed volume of air before it enters, density is increased allowing even more air to be forced into the engine. Intercoolers are more important for turbo superchargers as there are two heating sources present, the act of compression and heat from exhaust gasses both increase air temperature.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-29255344077755325112013-10-02T10:01:00.000-07:002013-10-02T10:24:36.567-07:00Kinetic Energy Recovery System | KERS | Formula One (F1) KERS | How It Works<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01KERSKineticEnergyrecoverysystemnewadjustablerearwing.jpg"><img alt="01-KERS-Kinetic Energy recovery system-new adjustable rear wing" border="0" height="253" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01KERSKineticEnergyrecoverysystemnewadjustablerearwing_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-KERS-Kinetic Energy recovery system-new adjustable rear wing" width="450" /></a> </div>
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The introduction of Kinetic Energy Recovery Systems (KERS) is one of the most significant technical introductions for the Formula One Race. Formula One have always lived with an environmentally unfriendly image and have lost its relevance to road vehicle technology. This eventually led to the introduction of KERS.</div>
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KERS is an energy saving device fitted to the engines to convert some of the waste energy produced during braking into more useful form of energy. The system stores the energy produced under braking in a reservoir and then releases the stored energy under acceleration. The key purpose of the introduction was to significantly improve lap time and help overtaking. KERS is not introduced to improve fuel efficiency or reduce weight of the engine. It is mainly introduced to improve racing performance.</div>
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KERS is the brainchild of FIA president Max Mosley. It is a concrete initiative taken by F1 to display eco-friendliness and road relevance of the modern F1 cars. It is a hybrid device that is set to revolutionize the Formula One with environmentally friendly, road relevant, cutting edge technology.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01kineticenergyrecoverysystemKERSformulaonemotorracingF1recoverydecelerationenergy.png"><img alt="01-kinetic energy recovery system-KERS-formula one motor racing-F1-recovery deceleration energy" border="0" height="364" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01kineticenergyrecoverysystemKERSformulaonemotorracingF1recoverydecelerationenergy_thumb.png" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-kinetic energy recovery system-KERS-formula one motor racing-F1-recovery deceleration energy" width="433" /></a> </div>
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<strong>Components of KERS</strong></div>
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<strong>The three main components of the KERS are as follows:</strong></div>
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An electric motor positioned between the fuel tank and the engine is connected directly to the engine crankshaft to produce additional power. </div>
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High voltage lithium-ion batteries used to store and deliver quick energy. </div>
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A KERS control box monitors the working of the electric motor when charging and releasing energy.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01racingkersarecomingagainkineticenergyrecoverysystem.jpg"><img alt="01-racing-kers-are-coming again-kinetic energy recovery system" border="0" height="274" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01racingkersarecomingagainkineticenergyrecoverysystem_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-racing-kers-are-coming again-kinetic energy recovery system" width="450" /></a>A – Electric motor</div>
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B – Electronic Control Unit</div>
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C – Battery Pack</div>
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<strong>Working Principle of KERS</strong></div>
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Kinetic Energy Recovery Systems or KERS works on the basic principle of physics that states, “Energy cannot be created or destroyed, but it can be endlessly converted.”</div>
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When a car is being driven it has kinetic energy and the same energy is converted into heat energy on braking. It is the rotational force of the car that comes to stop in case of braking and at that time some portion of the energy is also wasted. With the introduction of KERS system the same unused energy is stored in the car and when the driver presses the accelerator the stored energy again gets converted to kinetic energy. According to the F1 regulations, the KERS system gives an extra 85 bhp to the F1 cars in less than seven seconds.</div>
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This systems take waste energy from the car’s braking process, store it and then reuse it to temporarily boost engine power. This and the following diagram show the typical placement of the main components at the base of the fuel tank, and illustrate the system’s basic functionality – a charging phase and a boost phase. In the charging phase, </div>
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kinetic energy from the rear brakes (1) </div>
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is captured by an electric alternator/motor (2), </div>
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controlled by a central processing unit (CPU) (3), </div>
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which then charges the batteries (4).</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01kerslayoutandfunctionalitychargingphse.jpg"><img alt="01-kers layout and functionality-charging phse" border="0" height="290" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01kerslayoutandfunctionalitychargingphse_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-kers layout and functionality-charging phse" width="390" /></a><img alt="01-kers layout and functionality-boost phse" border="0" height="290" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01kerslayoutandfunctionalityboostphse_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-kers layout and functionality-boost phse" width="390" /></div>
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In the boost phase, the electric alternator/motor gives the stored energy back to the engine in a continuous stream when the driver presses a boost button on the steering wheel. This energy equates to around 80 horsepower and may be used for up to 6.6 seconds per lap. The location of the main KERS components at the base of the fuel tank reduces fuel capacity (typically 90-100kg in 2008 ) by around 15kg, enough to influence race strategy, particularly at circuits where it was previously possible to run just one stop. The system also requires additional radiators to cool the batteries. Mechanical KERS, as opposed to the electrical KERS illustrated here, work on the same principle, but use a flywheel to store and re-use the waste energy.</div>
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<strong>Types of KERS</strong></div>
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<strong>There are basically two types of KERS system:</strong></div>
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<strong>Electronic KERS</strong></div>
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Electronic KERS supplied by Italian firm Magneti Marelli is a common system used in F1 by Red Bull, Toro Rosso, Ferrari, Renault, and Toyota.</div>
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The key challenge faced by this type of KERS system is that the lithium ion battery gets hot and therefore an additional ducting is required in the car. BMW has used super-capacitors instead of batteries to keep the system cool. <br />With this system when brake is applied to the car a small portion of the rotational force or the kinetic energy is captured by the electric motor mounted at one end of the engine crankshaft. The key function of the electric motor is to charge the batteries under barking and releasing the same energy on acceleration. This electric motor then converts the kinetic energy into electrical energy that is further stored in the high voltage batteries. When the driver presses the accelerator electric energy stored in the batteries is used to drive the car.</div>
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<strong>Electro-Mechanical KERS</strong></div>
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The Electro-Mechanical KERS is invented by Ian Foley. The system is completely based on a carbon flywheel in a vacuum that is linked through a CVT transmission to the differential. With this a huge storage reservoir is able to store the mechanical energy and the system holds the advantage of being independent of the gearbox. The braking energy is used to turn the flywheel and when more energy is required the wheels of the car are coupled up to the spinning flywheel. This gives a boost in power and improves racing performance.</div>
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<strong>Limitations of KERS</strong></div>
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Though KERS is one of the most significant introductions for Formula One it has some limitations when it comes to performance and efficiency. Following are some of the primary limitations of the KERS: </div>
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Only one KERS can be equipped to the existing engine of a car. </div>
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60 kw is the maximum input and output power of the KERS system. </div>
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The maximum energy released from the KERS in one lap should not exceed 400 kg. </div>
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The energy recovery system is functional only when the car is moving. </div>
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Energy released from the KERS must remain under complete control of the driver. </div>
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The recovery system must be controlled by the same electronic control unit that is used for controlling the engine, transmission, clutch, and differential. </div>
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Continuously variable transmission systems are not permitted for use with the KERS. </div>
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The energy recovery system must connect at one point in the rear wheel drive train. </div>
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If in case the KERS is connected between the differential and the wheel the torque applied to each wheel must be same. </div>
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KERS can only work in cars that are equipped with only one braking system.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-65747575168173460842013-10-02T09:59:00.002-07:002013-10-02T10:24:36.602-07:00New Battery Technology | Complete Recharge Within One Minute | Fast Recharge Batteries | 3D Batteries | 3D Film Technology<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/013dbatterieslithiumionbatterybraunsnanostructuredbicontinuouscathodescanningelectronmicroscopen.jpg"><img alt="01-3dbatteries-lithium ion battery-braun's nanostructured bicontinuous cathode-scanning electron microscope-nano structure" border="0" height="268" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/013dbatterieslithiumionbatterybraunsnanostructuredbicontinuouscathodescanningelectronmicroscopen1.jpg" style="border-width: 0px; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-3dbatteries-lithium ion battery-braun's nanostructured bicontinuous cathode-scanning electron microscope-nano structure" width="500" /></a> </div>
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Of all the criticisms of electric vehicles, probably the most commonly-heard is that their batteries take too long to recharge – after all, limited range wouldn’t be such a big deal if the cars could be juiced up while out and about, in just a few minutes. Well, while no one is promising anything, new batteries developed at the University of Illinois, Urbana-Champaign do indeed look like they might be a step very much in the right direction. They are said to offer all the advantages of capacitors and batteries, in one unit.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01carbatterypartsofcarbatteryreactionbetweenelctrolyteandcells.jpg"><img alt="01-car-battery-parts of car battery-reaction between elctrolyte and cells" border="0" height="298" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01carbatterypartsofcarbatteryreactionbetweenelctrolyteandcells_thumb.jpg" style="border-width: 0px; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-car-battery-parts of car battery-reaction between elctrolyte and cells" width="500" /></a> </div>
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"This system that we have gives you capacitor-like power with battery-like energy," said U Illinois’ Paul Braun, a professor of materials science and engineering. "Most capacitors store very little energy. They can release it very fast, but they can’t hold much. Most batteries store a reasonably large amount of energy, but they can’t provide or receive energy rapidly. This does both."</div>
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The speed at which conventional batteries are able to charge or discharge can be dramatically increased by changing the form of their active material into a thin film, but such films have typically lacked the volume to be able to store a significant amount of energy. In the case of Braun’s batteries, however, that thin film has been formed into a three-dimensional structure, thus increasing its storage capacity.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/ElectricCarBatterylayoutconstructionforhybridcars.jpg"><img alt="Electric-Car-Battery-layout-construction-for hybrid cars" border="0" height="363" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/ElectricCarBatterylayoutconstructionforhybridcars_thumb.jpg" style="border-width: 0px; display: block; float: none; margin-left: auto; margin-right: auto;" title="Electric-Car-Battery-layout-construction-for hybrid cars" width="500" /></a> </div>
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Batteries equipped with the 3D film have been demonstrated to work normally in electrical devices, while being able to charge and discharge 10 to 100 times faster than their conventional counterparts.</div>
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To make the three-dimensional thin film, the researchers coated a surface with nano scale spheres, which self-assembled into a lattice-like arrangement. The spaces between and around the spheres were then coated with metal, after which the spheres were melted or dissolved away, leaving the metal as a framework of empty pores. Electro polishing was then used to enlarge the pores and open up the framework, after which it was coated with a layer of the active material – both lithium-ion and nickel metal hydride batteries were created.</div>
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The system utilizes processes already used on a large scale, so it would reportedly be easy to scale up. It could also be used with any type of battery, not just Li-ion and NiMH.</div>
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The implications for electric vehicles are particularly exciting. "If you had the ability to charge rapidly, instead of taking hours to charge the vehicle you could potentially have vehicles that would charge in similar times as needed to refuel a car with gasoline," Braun said. "If you had five-minute charge capability, you would think of this the same way you do an internal combustion engine. You would just pull up to a charging station and fill up."</div>
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Braun and his team believe that the technology could be used not only for making electric cars more viable, but also for allowing phones or laptops to be able to recharge in seconds or minutes. It could also result in high-power lasers or defibrillators that don’t need to warm up before or between pulses.</div>
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Anonymoushttp://www.blogger.com/profile/02074533803309046773noreply@blogger.com0tag:blogger.com,1999:blog-6084125374426352686.post-3037180029117374882013-10-02T09:58:00.002-07:002013-10-02T10:24:36.570-07:00Advanced Battery Storage Technology | Ultra Capacitor Battery Storage unit | Barium-Titanate Insulator<div dir="ltr" style="text-align: left;" trbidi="on">
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For decades, battery storage technology has been a heavy weight on the back of scientific innovation. From cell phones to electric vehicles, our technological capabilities always seem to be several steps ahead of our ability to power them. Several promising new technologies are currently under development to help power the 21st century, but one small start-up looks especially well positioned to transform the way we think about energy storage.</div>
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<a href="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01barium_titanate_semiconductorBaTiO3AdvancedBatterytechnology.jpg"><img alt="01-barium_titanate_semi conductor-BaTiO3-Advanced Battery technology" border="0" height="295" src="http://www.mechanicalengineeringblog.com/wp-content/uploads/2011/03/01barium_titanate_semiconductorBaTiO3AdvancedBatterytechnology_thumb.jpg" style="border: 0px currentColor; display: block; float: none; margin-left: auto; margin-right: auto;" title="01-barium_titanate_semi conductor-BaTiO3-Advanced Battery technology" width="450" /></a> </div>
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Texas-based EEStor, Inc. is not exactly proposing a new battery, since no chemicals are used in its design. The technology is based on the idea of a solid state ultra capacitor, but cannot be accurately described in these terms either. Ultra capacitors have an advantage over electrochemical batteries (i.e. lithium-ion technology) in that they can absorb and release a charge virtually instantaneously while undergoing virtually no deterioration. Batteries trump ultra capacitors in their ability to store much larger amounts of energy at a given time.</div>
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EEStor’s take on the ultra capacitor — called the Electrical Energy Storage Unit, or EESU — combines the best of both worlds. The advance is based on a barium-titanate insulator claimed to increase the specific energy of the unit far beyond that achievable with today’s ultra capacitor technology. It is claimed that this new advance allows for a specific energy of about 280 watts per kilogram — more than double that of the most advanced lithium-ion technology and a whopping ten times that of lead-acid batteries. This could translate into an electric vehicle capable of traveling up to 500 miles on a five minute charge, compared with current battery technology which offers an average 50-100 mile range on an overnight charge. As if that weren’t enough, the company claims they will be able to mass-produce the units at a fraction the cost of traditional batteries.</div>
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"It’s a paradigm shift," said Ian Clifford of ZENN Motor Co., an early investor and exclusive rights-holder for use of the technology in electric cars. "The Achilles’ heel to the electric car industry has been energy storage. By all rights, this would make internal combustion engines unnecessary."</div>
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But this small electric car company isn’t the only organization banking on the new technology. Lockheed-Martin, the world’s largest defense contractor, has also signed on with EEStor for use of the technology in military applications. Kleiner Perkins Caufield & Byers, a venture capital investment firm who counts Google and Amazon among their early-stage successes, has also invested heavily in the company.</div>
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