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Power Transmission, Brakes and Cooling Systems
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
The three primary types of transmission are: manual, automatic and continuously variable transmissions (CVTs). With the manual transmission, the driver shifts the gears manually in relation to the vehicle speed using the clutch pedal for engagement and disengagement. The driver skill plays a big role with manual transmissions for maximizing the performance of the vehicle. In automatic transmissions, the gear shifting is accomplished through the vehicle controllers without any intervention of the driver. These transmissions also allow the engine to idle when the vehicle is stopped. The CVT also does not require any driver intervention, but provides an infinite number of gear ratios rather than a fixed set. A general overview of the three transmissions is given in the following.
Chassis systems
Published in Tom Denton, Advanced Automotive Fault Diagnosis, 2020
A vehicle needs a suspension system to cushion and damp out road shocks so providing comfort to the passengers and preventing damage to the load and vehicle components. A spring between the wheel and the vehicle body allows the wheel to follow the road surface. The tyre plays an important role in absorbing small road shocks. It is often described as the primary form of suspension. The vehicle body is supported by springs located between the body and the wheel axles. Together with the damper, these components are referred to as the suspension system.
Transmissions and Transmission Fluids
Published in Leslie R. Rudnick, Synthetics, Mineral Oils, and Bio-Based Lubricants, 2020
Scott Halley, Timothy Newcomb, Richard Vickerman
This equation shows that torque is inversely proportional to speed. For a certain delivered engine power, at a given speed and torque, the gear ratios in the transmission can interchange speed and torque to better match vehicle required power. This can be illustrated by Table 34.2, which shows what the various output speeds and torques would be for a 4-speed transmission, with fictional gear ratios, for a given input condition.
Switching control of semi-active suspension based on road profile estimation
Published in Vehicle System Dynamics, 2021
Ruochen Wang, Wei Liu, Renkai Ding, Xiangpeng Meng, Zeyu Sun, Lin Yang, Dong Sun
The suspension system, as the connecting part of vehicle body and wheel, is the key subsystem to attenuate the road disturbance and suppress the vibration of vehicle body and wheel, and it is directly related to the vehicle dynamic performance (including ride comfort and handling performance). Although the traditional passive suspension is simple in structure and stable in performance, the performance requirements under different road conditions are difficult to satisfy because of its non-adjustable control parameters [1]. Active suspension can obviously improve the vehicle dynamic performance, but its popularity in the vehicle is limited by the complex system structure and additional energy consumption [2]. In contrast with the passive/active suspension, semi-active suspension can coordinate the contradiction between vehicle dynamic performance and energy consumption. On the one hand, semi-active suspension can greatly improve the ride comfort and handling performance of the vehicle. On the other hand, the energy consumption of semi-active suspension is far lower than that of active suspension; thus, it has become a major research topic in the field of automotive [3–5].
A bibliometric analysis and review on reinforcement learning for transportation applications
Published in Transportmetrica B: Transport Dynamics, 2023
Can Li, Lei Bai, Lina Yao, S. Travis Waller, Wei Liu
A hybrid-electric vehicle usually combines a conventional powertrain (e.g. gasoline) with an electric engine. Most existing studies dealing with energy management of HEVs follow pre-defined rules, which heavily rely on the accurate prediction of future traffic conditions and are not straightforward for applications under time-sensitive driving conditions (Qi et al. 2019). RL strategies have been effective tools to avoid the need for precise forecasts.
The effect of using the turbulence enhancement unit before the catalytic converter in diesel engine emissions
Published in International Journal of Ambient Energy, 2018
Mohit Bhandwal, Manthan Kumar, Manish Sharma, Utkarsh Srivastava, Anmol Verma, R. K. Tyagi
A detailed study on vehicle emissions and advanced exhaust designs for control and reduction of harmful exhaust emissions was conducted. According to the available research papers, literature reviews, patents etc. it has been understood that reduction in harmful exhaust emissions can be attained by various design methods as well as internal and external changes in engine volume as well as in the exhaust system. However, it is not at all possible to completely counter each and every toxic emission from exhaust gases but the concentration of these toxic components can be lowered to the lowest possible values by applying different techniques and research to get the lowest possible emission concentration which has been done in this paper to meet the present and future emission standards. Also, economical consideration is an important key of modelling the device so that the model could achieve market feasibility and be of low maintenance cost. The suggested models are low cost and robust and can be used over a wide range of applications for contribution to the reduction of toxic exhaust emissions and following the emission standards. Catalytic converter is a device installed in the exhaust system of vehicles to reduce emissions. Due to the fact that not all the emissions goes into the catalytic converter, the efficiency and functionality of the device has come to a limit. Back pressure from the exhaust pipe is one such factor which creates resistance in the exhaust flow and hence reduces the emissions exposing to the converter's area. A study has also indicated that to get better engine performance an exhaust system model with minimum backpressure is a must (Winter Bone and Pearson 2000; Heck and Farrauto 2001; Bera and Hegde 2010; Patil, Navale, and Patil 2013). So, to increase the functionality and efficiency of the converter it is very necessary to provide maximum contact area of exhaust gases with the surface area of the catalytic converter. This research mainly focuses on creating turbulence in the exhaust flow to provide maximum contact area of the exhaust gases with the surface area of catalytic converter so as to increase the functional efficiency of the catalytic converter. Several studies have been conducted in the past for turbulence in exhaust system and engine performance which has showed the randomness, dispersability, and effectiveness of the phenomenon (Zhang and Wexler 2004; Uhrner et al. 2007; Fjallman 2013). For such purposes, several designs have been proposed and analysed in this research to get the turbulence in the exhaust flow that was mounted before the catalytic converter to get the maximum effect of the catalytic converter for reduction in exhaust emissions.