Advanced Vehicle Technology provided support and understanding potx

Advanced Vehicle Technology To my long-suffering wife, who has provided sup- port and understanding throughout the preparation of this book. Advanced Vehicle Technology Second edition Heinz Heisler MSc., BSc., F.I.M.I., M.S.O.E., M.I.R.T.E., M.C.I.T., M.I.L.T. Formerly Principal Lecturer and Head of Transport Studies, College of North West London, Willesden Centre, London, UK OXFORD AMSTERDAM BOSTON LONDON NEW YORK PARIS SAN DIEGO SAN FRANCISCO SINGAPORE SYDNEY TOKYO Butterworth-Heinemann An imprint of Elsevier Science Linacre House, Jordan Hill, Oxford OX2 8DP 225 Wildwood Avenue, Woburn, MA 01801-2041 First published by Edward Arnold 1989 Reprinted by Reed Educational and Professional Publishing Ltd 2001 Second edition 2002 Copyright # 1989, 2002 Heinz Heisler. All rights reserved The right of Heinz Heisler to be identified as the author of this work has been asserted in accordance with the Copyright, Designs and Patents Act 1988 No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988 or under the terms of a license issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road, London, England W1T 4LP. Applications for the copyright holder's written permission to reproduce any part of this publication should be addressed to the publishers Whilst the advice and information in this book are believed to be true and accurate at the date of going to press, neither the authors nor the publisher can accept any legal responsibility or liability for any errors or omissions that may be made. Library of Congress Cataloguing in Publication Data A catalogue record for this book is available from the Library of Congress ISBN 0 7506 5131 8 For information on all Butterworth-Heinemann publications visit our website at www.bh.com Typeset by Integra Software Services Pvt. Ltd, Pondicherry, India www.integra-india.com Printed and bound in Great Britain 1 Vehicle structure 1.1 Integral body construction 1.2 Engine, transmission and body structures 1.3 Fifth wheel coupling assembly 1.4 Trailer and caravan drawbar couplings 1.5 Semi-trailer landing gear 1.6 Automatic chassis lubrication system 2 Friction clutch 2.1 Clutch fundamentals 2.2 Angular driven plate cushioning and torsional damping 2.3 Clutch friction materials 2.4 Clutch drive and driven member inspection 2.5 Clutch misalignment 2.6 Pull type diaphragm clutch 2.7 Multiplate diaphragm type clutch 2.8 Lipe rollway twin driven plate clutch 2.9 Spicer twin driven plate angle spring pull type clutch 2.10 Clutch (upshift) brake 2.11 Multiplate hydraulically operated automatic transmission clutches 2.12 Semicentrifugal clutch 2.13 Fully automatic centrifugal clutch 2.14 Clutch pedal actuating mechanisms 2.15 Composite flywheel and integral single plate diaphragm clutch 3 Manual gearboxes and overdrives 3.1 The necessity for a gearbox 3.2 Five speed and reverse synchromesh gearboxes 3.3 Gear synchronization and engagement 3.4 Remote controlled gear selection and engagement m 3.5 Splitter and range change gearboxes 3.6 Transfer box power take-off 3.7 Overdrive considerations 3.8 Setting gear ratios 4 Hydrokinetic fluid couplings and torque converters 4.1 Hydrokinetic fluid couplings 4.2 Hydrokinetic fluid coupling efficiency and torque capacity 4.3 Fluid friction coupling 4.4 Hydrokinetic three element torque converter 4.5 Torque converter performance terminology 4.6 Overrun clutches 4.7 Three stage hydrokinetic converter 4.8 Polyphase hydrokinetic torque converter 4.9 Torque converter with lock-up and gear change friction clutches 5 Semi- and fully automatic transmission 5.1 Automatic transmission consideration 5.2 Four speed and reverse longitudinally mounted automatic transmission mechanical power flow 5.3 The fundamentals of a hydraulic control system 5.4 Basic principle of a hydraulically controlled gearshift 5.5 Basic four speed hydraulic control system 5.6 Three speed and reverse transaxle automatic transmission mechanical power flow 5.7 Hydraulic gear selection control components 5.8 Hydraulic gear selection control operation 5.9 The continuously variable belt and pulley transmission 5.10 Five speed automatic transmission with electronic-hydraulic control 5.11 Semi-automatic (manual gear change two pedal control) transmission system 6 Transmission bearings and constant velocity joints 6.1 Rolling contact bearings 6.2 The need for constant velocity joints 7 Final drive transmission 7.1 Crownwheel and pinion axle adjustments 7.2 Differential locks 7.3 Skid reducing differentials 7.4 Double reduction axles 7.5 Two speed axles 7.6 The third (central) differential 7.7 Four wheel drive arrangements 7.8 Electro-hydralic limited slip differential 7.9 Tyre grip when braking and accelerating with good and poor road surfaces 7.10 Traction control system 8 Tyres 8.1 Tractive and braking properties of tyres 8.2 Tyre materials 8.3 Tyre tread design 8.4 Cornering properties of tyres 8.5 Vehicle steady state directional stability 8.6 Tyre marking identification 8.7 Wheel balancing 9 Steering 9.1 Steering gearbox fundamental design 9.2 The need for power assisted steering 9.3 Steering linkage ball and socket joints 9.4 Steering geometry and wheel alignment 9.5 Variable-ratio rack and pinion 9.6 Speed sensitive rack and pinion power assisted steering 9.7 Rack and pinion electric power assisted steering 10 Suspension 10.1 Suspension geometry 10.2 Suspension roll centres 10.3 Body roll stability analysis 10.4 Anti-roll bars and roll stiffness 10.5 rubber spring bump or limiting stops 10.6 Axle location 10.7 Rear suspension arrangements 10.8 Suspension design consideration 10.9 Hydrogen suspension 10.10 Hydropneumatic automatic height correction suspension 10.11 Commercial vehicle axle beam location 10.12 Variable rate leaf suspension springs 10.13 Tandem and tri-axle bogies 10.14 Rubber spring suspension 10.15 Air suspensions for commercial vehicles 10.16 Lift axle tandem or tri-axle suspension 10.17 Active suspension 10.18 Electronic controlled pneumatic (air) suspension for on and off road use 11 Brake system 11.1 Braking fun 11.2 Brake shoe and pad fundamentals 11.3 Brake shoe expanders and adjusters 11.4 Disc brake pad support arrangements 11.5 Dual- or split-line braking systems 11.6 Apportional braking 11.7 Antilocking brake system (ABS) 11.8 Brake servos 11.9 Pneumatic operated disk brakes (for trucks and trailers) 12 Air operated power brake equipment and vehicle retarders 12.1 Introductions to air powered brakes 12.2 Air operated power brake systems 12.3 Air operated power brake equipment 12.4 Vehicle retarders 12.5 Electronic-pneumatic brakes 13 Vehicle refrigeration 13.1 Refrigeration terms 13.2 Principles of a vapour-compression cycle refrigeration system 13.3 Refrigeration system components 13.4 Vapour-compression cycle refrigeration system with reverse cycle defrosting 14 Vehicle body aerodynamics 14.1 Viscous air flow fundamentals 14.2 Aerodynamic drag 14.3 Aerodynamic lift 14.4 Car body drag reduction 14.5 Aerodynamic lift control 14.6 Afterbody drag 14.7 Commercial vehicle aeordynamic fundamentals 14.8 Commercial vehicle drag reducing devices Index 1 Vehicle Structure 1.1 Integral body construction The integral or unitary body structure of a car can be considered to be made in the form of three box compartments; the middle and largest compart- ment stretching between the front and rear road wheel axles provides the passenger space, the extended front box built over and ahead of the front road wheels enclosing the engine and transmission units and the rear box behind the back axle providing boot space for luggage. These box compartments are constructed in the form of a framework of ties (tensile) and struts (compressive), pieces (Fig. 1.1(a & b)) made from rolled sheet steel pressed into various shapes such as rectangular, triangular, trapezium, top-hat or a combination of these to form closed box thin gauge sections. These sections are designed to resist direct tensile and compressive or bending and torsional loads, depending upon the positioning of the mem- bers within the structure. Fig. 1.1 (a and b) Structural tensile and compressive loading of car body 1 [...]... inner cone and mount support arm, but no rebound plate is considered necessary These mountings are used for suspension applications such as engine to chassis, cab to chassis, bus body and tanker tanks to chassis Hydroelastic engine mountings (Figs 1.20(a±c) and 1.21) A flanged steel pressing houses and supports an upper and lower rubber spring diaphragm The space between both diaphragms is filled and sealed... as BC post and the rear door to quarter panel as D post These are illustrated in Fig 1.2 These pillars form the part of the body structure which supports the roof The short form A pillar and rear D pillar enclose the windscreen and quarter windows and provide the glazing side channels, whilst the centre BC pillar extends the full height of the passenger compartment from roof to floor and supports the... brake cable assembly Front longitudinals (Figs 1.2(10) and 1.3(a and b)) These members are usually upswept box-section members, extending parallel and forward from the bulkhead at floor level Their purpose is to withstand the engine mount reaction and to support the front suspension or subframe A common feature of these members is their ability to support vertical loads in conjunction with the valances... shell between the floor and boot pans Torsional rigidity of the platform is usually derived at the front by the bulkhead, dash pan and scuttle (Fig 1.3(a and b)) at the rear by the heel board, seat pan, wheel arches (Fig 1.3(a, b and c)), and if independent rear suspension is adopted, by the coil spring towers (Fig 1.3(a and c)) Between the wheelbase, the floor pan is normally provided with box-section... driven, steered or braked and secondly the passive safety, Fig 1.7 Car body sound generation and its dissipation 10 collision, but overall alignment may also be necessary if the vehicle' s steering and ride characteristics do not respond to the expected standard of a similar vehicle when being driven Structural misalignment may be caused by all sorts of reasons, for example, if the vehicle has been continuously... curvature of the roof panel stiffens it, thus preventing winkling and the collapse of the unsupported centre region of the roof panel With large cars, additional cross-rail members may be used to provide more roof support and to prevent the roof crushing in should the car roll over Window and door pillars (Fig 1.2(3, 5, 6, and 8)) Windowscreen and door pillars are identified by a letter coding; the front... the car, the depth of both central tunnel and side sills, which are built into the platform, and if there are subframes attached fore and aft of the wheelbase (Fig 1.6 (a and b)) 1.1.4 Body subframes (Fig 1.6) Front or rear subframes may be provided to brace the longitudinal side members so that independent suspension on each side of the car receives adequate support for the lower transverse swing arms... that transmitted vibrations and noise originating from the tyres and road are isolated from the main body shell and therefore do not damage the body structure and are not relayed to the occupants sitting inside Cars which have longitudinally positioned engines mounted in the front driven by the rear wheels commonly adopt beam cross-member subframes at the front to stiffen and support the hinged transverse... are designed to collapse and crumble within the engine compartment so that the passenger shell is safeguarded and is not pushed rearwards by any great extent Sills (Figs 1.2(9) and 1.3(a, b and c)) These members form the lower horizontal sides of the car body which spans between the front and rear road-wheel wings or arches To prevent body sag between the wheelbase of the car and lateral bending of the... a glancing blow from some other vehicle or obstacle etc Suspicion that something is wrong with the body or chassis alignment is focused if there is excessively uneven or high tyre wear, the vehicle tends to wander or pull over to one side and yet the track and suspension geometry appears to be correct Alignment checks should be made on a level, clear floor with the vehicle' s tyres correctly inflated . Advanced Vehicle Technology To my long-suffering wife, who has provided sup- port and understanding throughout the preparation of this book. Advanced Vehicle Technology Second. linkage ball and socket joints 9.4 Steering geometry and wheel alignment 9.5 Variable-ratio rack and pinion 9.6 Speed sensitive rack and pinion power assisted steering 9.7 Rack and pinion electric. pipe system and the hand brake cable assembly. Sills (Figs 1.2(9) and 1.3(a, b and c)) These members form the lower horizontal sides of the car body which spans between the front and rear road-wheel wings