Reducing Tractive Forces

The tractive forces that a vehicle must overcome to stay in motion include:
Aerodynamic drag, the force of air friction on the body surfaces of the vehicle. Aerodynamic drag averages about 30 percent of total tractive forces, and is highest during fast highway driving (drag is directly proportional to the square of speed,1 so if speed doubles, the drag force quadruples). Drag forces may be reduced by reducing the frontal area of the vehicle, smoothing out body surfaces and adjusting the body’s basic shape, covering the vehicle’s underbody, and taking other measures that help air move freely past the vehicle.

The efficiency of a vehicle’s aerodynamic design is measured by the product of the drag coefficient CD and the frontal area, which designers seek to minimize. The CD of current U.S. automobiles averages about 0.33, with the best mass-produced vehicles achieving about 0.28. Experimental vehicles have achieved extraordinarily low CDS of 0.15 or better, but these low values have substantial costs in reduced passenger and cargo space,2  added complexity and weight in cooling systems, low ground clearance, and so forth. Most automakers view a CD of 0.25 as a feasible target for the next 10 to 20 years for an intermediate-sized sedan; this would yield about a 6 percent improvement in fuel economy from current average vehicles. Judging by some of the less-radical experimental vehicle designs, however, a more ambitious CD of 0.22, yielding about a 7 percent improvement in fuel economy, appears to be possible. Most automakers are, however, skeptical of the feasibility of a CD this low.
 
l Rolling resistance, the resistive forces between the tires and the road. These forces also average about 30
percent of total tractive force, and are of approximately equal importance in city and highway driving. Rolling
resistance may be reduced by: 1 ) redesigning tires and tire materials to minimize the energy lost as the tire
flexes, 2) lowering vehicle weight (see below), and 3) redesigning wheel bearings and seals. A major concern in tire redesign is to avoid compromising tire durability and handling capabilities.

The rolling resistance coefficient (RRC), like the aerodynamic drag coefficient, is a measure of the resistance to a vehicle’s movement—in this case, of the tires. Current mass-market (not performance-oriented) tires have RRCs of 0.008-0.010. By 2005, a 30 percent reduction in RRC, yielding about a 5 percent fuel economy improvement, should be possible with significant investments in research on tire design and materials and chassis technology. By 2015, an RRC of 0.005 may be possible, yielding a total 8 percent improvement in fuel economy over current levels.

Inertial force, the resistance of vehicle mass to acceleration or grade-climbing. This force is about 40 percent of total tractive forces, on average, and is largest in city driving and hill-climbing. Inertial force is reduced by
making the vehicle lighter—a 10 percent weight reduction yields as much as a 6 percent reduction in fuel
consumption, if performance is held constant and the vehicle design carefully handled. 

Although major reductions in vehicle weight have occurred since the 1970s, there remains substantial further
potential, by substituting lightweight materials—primarily improved high-strength steel, aluminum and, possibly,
composites—and by structural redesign using supercomputers. The complexity of vehicle structural design to
assure safety and the lack of industry experience with the new materials demand a careful program of testing and analysis, so that even aluminum will be introduced cautiously; an optimized design in a mass-market vehicle making full use of aluminum’s unique properties—and, therefore, achieving maximum weight savings—must probably wait until after 2005. By 2005, the Office of Technology Assessment projects that a highly optimized steel body with aluminum engine could achieve a 15 percent weight reduction over 1995 norms; an aluminum intensive body (but not an optimized, “clean sheet” design) could achieve a 20 percent weight reduction, at a price increment of about $1,500 for a mid-size car. By 2015, an optimized aluminum design could achieve a 30 percent weight reduction, at a similar $1,500 price. /f the severe manufacturing challenges of mass producing carbon fiber composites are overcome, a 40 percent weight savings could be achieved, though probably at high costs (an estimated $2,000 to $8,000 for an intermediate auto). Such a 40 percent weight reduction might increase fuel economy by one-third.


Advanced Automotive Technology: Visions
of a Super-Efficient Family Car
OTA-ETI-638
GPO stock #052-003-01440-8



8:29:00 AM

Review of TMS Coventry

Recently had my old Volvo S40 serviced and MOTd at TMS Coventry, the authorised dealer for Volvo in Coventry. Had been thinking of writing a review about their service for while but had kept putting it off.

TMS Coventry is a family owned and run business. I had avoided it because of preconceived notions that as an "authorised dealer and service provider" they would be costlier than the friendly neighbourhood garages. However, I was forced to go to them when I once had a problem with the security system/ central locking and a few garages I visited was not able to fix the problem. I drove down to their garage with my emergency lights blinking all the way from Radford. I was genuinely shocked when the final cost came out to be much less than what I had expected.

However, the next time I visited because of a misfiring engine really put me off. I was happy with the replacement of the ignition coil and fixing the problem. What I was not OK with was the fact that they charged me £19.80 for changing 3 bulbs and included and extra £34.40 labour charge. And they had not even thought of calling me up to check with me.

In contrast my favourite garage in Stoney Stanton, had once changed one of my bulbs and had only charged me £3.

Anyway, I had to go back to them again when I had electrical problems with the car. Ultimately found out that the fault had been caused by some coins (my son's handiwork) in the car radio/ CD player which had caused a short-circuit. However, this time I was quite impressed by their professional service. They sent me an SMS to confirm my booking and also called me up after the work was done.

The total cost for the service and MOT came to £200.83  including £50 for the MOT. This was reasonable considering that I had to pay £185 last year at my local garage. They had to replace a few things including bulbs to rear indicator light. However, this time there were no labour charges for replacing the bulbs.

Here is their address and contact info:

TMS Coventry
510 London Road
Coventry
West Midlands
CV3 4EU

Phone: 08446 626226
Fax: 02476 639362

Getting the best deal on your car insurance

Do you know how to get the best deal on your car insurance?

If you drive, you need insurance. That’s a simple fact of life that all motorists have to budget for every year. Thanks to Internet online comparison sites, it’s never been easier to compare car insurance quotes online and get the best deal. But do you know what to look for when you’re scanning through pages of suppliers and tempting new deals?

It’s not just about the price

While the temptation may be to go for the cheapest quote, before you click ‘OK’, have a good look at the fine print. That cheap quote may have hidden extras attached to it, like a hefty excess or additional charges for breakdown recovery. Does it include windscreen cover and insurance for your possessions? Before you sit down to compare car insurance quotes, decide what you want from your insurer, how much cover you actually need and how much excess you’re prepared to pay.

Sticking with the devil you know…

The easiest option may be to stay with your current insurance provider. After all, it’s just a simple matter of renewing your policy, and you’re bound to get a better deal after a year’s no claims, right? Well, not necessarily. While your current insurance provider may offer you a perfectly good policy, there’s a good chance you’ll be able to get the same deal at a cheaper price if you shop around. And don’t be afraid to haggle with your current insurer. They don’t want to lose your business, so you’ll be surprised just how open they are to a little bit of gentle persuasion, especially if you’ve found the same deal for less by comparing car insurance prices online.

Won’t swapping affect my no claims bonus?

Many motorists are concerned that if they swap insurance providers, they’ll lose the benefit of their no claims bonus. However, some insurance companies will give you a discount on the cost of your policy if you have a history of careful driving. Check that they’ll add any no claims bonus you have to a new policy and avoid ‘starting all over again’.

By using online websites to compare car insurance, you can keep the cost of motoring down in what are increasingly expensive times

Used Cars to Avoid

Moneywatch.com has come up with an interesting list of used cars to avoid. Some suggestion in the same range are also given.

Prevent battery exploded

Battery is healthy, crucial to the car electrical system. Battery is not maintained, not only affect the car, but also at risk of exploding. Risk is always reminding burst through the label attached, although many users have failed to notice.
Battery can explode suddenly, without warning. And if you stand close and can not escape, battery acid can injure you. Similarly, the engine compartment, pipes and wiring systems that directly "consumed" is a strong acid.
How the battery can explode and what steps to prevent it?
As we know, the battery produces electricity from chemical reactions that one by-product is hydrogen. Hydrogen is highly flammable gas. Because the heat of chemical reactions in the battery, too hot engine compartment, hydrogen is ejected out.
The danger arises when there was a spark around batteries. If splashed in hydrogen gas flame, Blammm!, Exploded. Spark source could be from the battery itself, may also from user negligence. Never happened because ngutak-tweaking while smoking, the battery exploded.
Another trigger is the touch of a spark between the plates. With increasing age of battery life, the more acidic solution decreases and the plate is no longer submerged. This can cause a curved plate. When the keys start playing, the electricity demand in large numbers to move the starter motor could cause it to be flexible curved plate that could have been in contact with another plate to cause a spark.
The most common cause battery explosion at start is the battery poles and wires are dirty. Stools that hamper the flow of electricity and could cause a spark jumps. It a habit to check and clean the battery regularly is very beneficial.
In addition to the custom of the jumpers are not quite right too risky. Many motorists mistakenly by installing a jumper cable to the battery which is good, then connect to the battery is weak. This could cause a spark. Get used to attach the jumper cables on a weak battery first, before connected to the good battery.
Just a reminder, the procedure is;

 Prepare the first jumper cables, and a second position adjacent to the car but do not touch each other. Turn off all lights, radios, air conditioners and other electronic components. Clean up all the poles of the two cars are dirty.
 Open the battery cover and replace it with a cloth to reduce explosion hazards that may arise.
 The car engine is turned on with a healthy battery and let the round of idle for a while.
 Connect the positive jumper cable from the battery is weak to the powerful battery, followed by the negative jumper cable. Wait a moment, about three minutes. If it is charging the battery is considered sufficient, try started the car breaking down.
 If successful, disconnect the jumper cables in reverse order, negative cable first and positive. Also uncover a cloth cover over the battery and plug it in fact.

One of the important prevention is to make it a habit to put jumper cables on the chassis are not painted rather than to the negative pole of the battery is weak. This allows the sparks that may arise can be kept away from the battery.
Check the battery regularly habits will greatly affect the lifetime and performance of this device. When examining give more attention to checks for electrolyte leakage, corrosion of the connectors, cracks on the cap / battery box and estrangement in the battery components. Clean up all the poles of the battery.

7:08:00 AM

Identify this car

Noticed that great looking convertible at Sainsbury's a couple of days ago.

Can you identify the car? No prizes sorry.


The four-stroke engine

The four-stroke engine is also referred to as the Otto cycle engine after its inventor N.A. Otto. Most cars use the four-stroke engine. An individual cycle comprises four strokes: 1, intake stroke; 2, compression stroke; 3, power stroke and 4, exhaust stroke. These four strokes repeat to generate the crankshaft revolution.

1. Intake stroke: the intake stroke draws air and fuel into the combustion chamber. The piston descends in the cylinder bore to evacuate the combustion chamber. When the inlet valve opens, atmospheric pressure forces the air-fuel charge into the evacuated chamber. As a result, the combustible mixture of fuel and air fills the chamber.

2. Compression stroke: at the end of the intake stroke, both inlet and exhaust valves are closed. The inertial action of the crankshaft in turn lifts the piston which compresses the mixture. The ratio of the combustion
chamber volume before and after compression is called the compression ratio. Typically the value is  approximately 9:1 in spark ignition engines and 15:1 in diesel engines.

3. Power stroke: when the piston ascends and reaches top dead center, an electric current ignites the spark plug and as the mixed gas burns, it expands and builds pressure in the combustion chamber. The resulting
pressure pushes the piston down with several tons of force. 4. Exhaust stroke: during the exhaust stroke, the inlet valve remains closed whilst the exhaust valve opens. The moving piston pushes the burned fumes through the now open exhaust port and another intake stroke starts again.
During one cycle, the piston makes two round trips and the crankshaft revolves twice. The inlet and exhaust valves open and close only once. The ignition plug also sparks only once. A petrol engine, whether four- or two-stroke, is called a spark ignition (SI) engine because it fires with an ignition plug. The four-stroke-cycle engine contains the lubricating oil in the crankcase. The oil both lubricates the crankshaft bearings and cools the hot piston.


The science and technology of materials in automotive engines
Hiroshi Yamagata
Woodhead Publishing and Maney Publishing
on behalf of
The Institute of Materials, Minerals & Mining
CRC Press
Boca Raton Boston New York Washington, DC
WOODHEAD PUBLISHING LIMITED
Cambridge England





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  • 4:41:00 PM

    The Mini Countryman



    The Mini Countryman

    Symptoms wasteful fuel

    Symptoms not only wasteful of fuel can be calculated from the increase in fuel consumption. But you could also feel and examine them if the vehicle begins to show signs such as below. If it happens, immediately take the car to the garage for service and re-setting:
    1. Fuel leak.
    Fuel smell that stung when the machine is switched on it can be ascertained leakages in the fuel lines. As a result of fluid seepage of the fuel wasted.
    2. engine temperature
    Note the temperature of the engine because the engine temperature is low can also cause wasteful of fuel, because it means so much that the mixture of gasoline combustion becomes incomplete.
    3. working machines
    Symptoms of engine rotation uneven limp alias could also be a sign of wasteful of fuel. It can happen because one of the spark plug is not working optimally.
    4. exhaust
    Black exhaust gas when the pedal is full trampled and exhaust sting in the eye shows a mixture of gasoline that is too much.
    5. Exhaust tip.
    Note the exhaust end of the hole contained a black crust that showed there Incomplete combustion, gasoline is not completely burned in the combustion chamber.
    6. emissions test
    If necessary, perform the emissions test because of the wasteful fuel car certainly has a higher CO levels than normal conditions


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  • 7:48:00 AM

    New BMW 3 Series cars

    BMW is launching the new 3 Series Coupé and Convertible Sport Plus Editions on 1st September. The cars come with the distinctive M Sport body styling such as 19" M Sport alloy wheels and an M3 rear spoiler (on the Coupé only).

    A range of additional equipment comes as standard.

    4:57:00 PM

    Hybrid-Electric Vehicles

    Hybrids are vehicles that combine two energy sources (for example, an IC engine and a battery) in a single vehicle, and use electric motors to provide some or all of the vehicle’s motive force. The hybrid drivetrain offers several advantages: limited range becomes less of a problem, or no problem; a portion of inertia losses can be recovered through regenerative braking; and the engine can be operated near its optimum (most efficient) point.43 A key disadvantage can be the added weight, cost, and complexity of the hybrid’s multiple components.

    A number of proponents have claimed that a hybrid configuration can yield fuel economy improvements of as much as 100 percent over an otherwise-identical conventional vehicle, and a number of experimental vehicles, including winners of DOE’s “Hybrid Challenge” college competition, have claimed very high levels of fuel economy, up to 80 mpg. An examination of the actual vehicle results indicates, however, that the conditions under which high fuel economies were achieved are conditions that typically lead to high levels of fuel economy with conventional vehicles, and the test vehicles typically had limited performance capability. In OTA’s view, the results reveal little about the long-term fuel economy potential of hybrids that could compete with conventional vehicles in the marketplace.

    There are numerous powertrain and energy management strategy combinations for hybrid drivetrains, though many are ill-suited for high fuel economy or for the flexible service characteristic of current vehicles. OTA examined a limited set of hybrids designed to achieve a close performance match with conventional vehicles, combining IC engines with battery, flywheel, and ultracapacitor storage (see box 1-4) in series and parallel combinations (see box 1-5). OTA found that hybrids of this sort could achieve 25 to 35 percent fuel economy
    improvement over an otherwise-identical vehicle with conventional drivetrain and similar performance if very good performance could be achieved from the storage devices and other electric drivetrain components. The importance of improving electric drivetrain components is paramount here. For example, a series hybrid without improved storage, that is, using an ordinary lead acid battery, would achieve lower fuel economy than the conventional vehicle, because the battery’s lower specific power (power per unit weight) requires a larger,
    heavier battery for adequate performance, and because more energy is lost in charging and discharging this battery than would be lost with a more advanced battery. This latter result agrees with results obtained by several current experimental vehicles built by European manufacturers.

    Perfecting high power density/high specific power44 batteries or other storage devices is critical to developing successful hybrids. Because the hybrid’s fuel provides its energy storage, attaining high specific power and power density would allow the storage device to be much smaller and lighter--critical factors in maintaining usable space onboard the vehicle and improving fuel economy.

    As noted, there are numerous strongly held views about the fuel economy potential of hybrids,
    ranging from the view that hybrids offer limited (if any) potential to a view that hybrids can yield
    100 percent or higher fuel economy improvement with equal performance. European and
    Japanese automakers are particularly skeptical about hybrids. Those who are optimistic appear to
    be basing their position on the likelihood of radical improvements in the weights and efficiencies
    of batteries, motors and controllers, and other electric drivetrain components. OTA’s analysis
    assumes that substantial improvements in these components will occur, but there clearly is room
    for argument about how much improvement is feasible.
    According to OTA’s analysis, in 2005, a mid-size series hybrid combining a small 50 HP (37
    kW) engine with a bipolar lead acid battery, with an optimized steel body, could achieve 49 mpg
    at an increased price of $4,900 over the baseline (30 mpg) vehicle. If the energy storage device
    were a flywheel and the body were aluminum-intensive, the hybrid could achieve 61 mpg, but at a
    substantially higher price, and the engine would have to be turned on and off several times during
    all but the shortest trips45 —raising some concerns about emissions performance, because
    immediately after an engine is started emissions generally are higher than during steady
    operation. 46 By 2015, a series hybrid with an improved bipolar lead acid battery (assuming this type of
    battery can be perfected) and an optimized aluminum body could be considerably more
    attractive---attaining 65 mpg at an estimated additional cost of about $4,600 to the vehicle
    purchaser. A similar vehicle with ultracapacitor or flywheel could achieve still higher fuel
    economies-71 and 73 mpg, respectively—but the earlier problems with turning the engine on
    and off would persist, and the price would likely be substantially higher than with the battery. The
    need to turn the engine on and off is a function of the limited energy storage and high cost/kwh of
    storage of the ultracapacitor and flywheel, so that improving these factors would reduce this need
    and improve emissions performance for these vehicles.
    The projected fuel economy values for these hybrids is strongly dependent on improvements in
    the component efficiencies of the electrical drive system. Although the values projected by OTA
    are higher than those attainable today, PNGV and others hope to do still better—which would, in
    turn, yield higher vehicle fuel economy. For example, in 2015, an additional 4 percent increase in
    motor/generator efficiency would raise the lead acid-based hybrid’s fuel economy from about 65
    mpg to nearly 69 mpg; the same increase would raise the ultracapacitor-based hybrid’s fuel
    economy from about 71 mpg to approximately 75 mpg. Similar improvements in other
    components, such as the energy storage devices, could allow the ultracapacitor-based hybrid (and
    the flywheel hybrid) to achieve PNGV’s goal of 82 mpg, which is triple the fuel efficiency of
    current mid-size cars.
    An intriguing feature of many of these hybrids-specially those using batteries for
    energy storage is that they can operate in battery-only mode for some distance. For
    example, the 2005 and 2015 battery hybrids in tables 1-1 and 1-2 have battery-only ranges of 28
    and 33 miles, respectively. This would allow them to enter and operate in areas (e.g., inner cities)
    restricted to EV operation. In addition, although these vehicles are designed to be independent of
    the electric grid, they could have the capacity to be recharged, allowing them to operate as
    limited-capability/limited-range EVs in case of an oil emergency—an attractive feature if the
    future brings more volatile oil supplies.
    Although most U.S. developers appear to be focusing their efforts on series hybrids, OTA
    estimates that parallel hybrids that used their engines for peak loads and electric motors for low
    loads could achieve fuel economy gains similar to those of the series hybrids examined by
    OTA—25 to 35 percent. The development challenges of parallel hybrids appear to be more severe
    than those of series hybrids, however, because of this type of hybrid’s unique driveability
    problems 47 and its requirements for stopping and restarting the engine when going back and forth
    between low and high power requirements.48
    The hybrids discussed above are designed to compete directly with conventional autos—that is,
    they would perform as well and, being disconnected from the grid, have unlimited range as long as
    fuel is available. There are other configurations, or other balances between engine and energy
    storage, that could serve a different, narrower market. For example, vehicle designers could use a
    smaller engine and larger energy storage that would be recharged by an external source (e.g., the
    electricity grid) to achieve a vehicle that could serve as an EV in cities49 and would have relatively
    long range. This design would not perform quite as well as the hybrids discussed above, however,
    and would have to be recharged after a moderately long trip.
    California is considering allowing hybrids to obtain ZEV credits, if these vehicles meet a
    minimum EV range requirement. This would tend to push hybrid designs in the direction
    discussed above (small engine, large energy storage), and reduce the likelihood that those energy
    storage devices with low specific energy—such as ultracapacitors and possibly flywheels-will be
    attractive candidates for commercialization.



    Advanced Automotive Technology: Visions
    of a Super-Efficient Family Car
    OTA-ETI-638
    GPO stock #052-003-01440-8





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  • 5:01:00 AM

    Toyota Advanced Technology Vehicle Display

    ­Little Tokyo Design Week: Future City announces the Toyota Advanced Technology Vehicle Display. The event will be held this coming July 14-17 in Little Tokyo (Los Angeles, California).

    They plan to exhibit the Prius Plug-in, the RAV4 EV battery-electric vehicle and the Hydrogen Fuel Cell Hybrid.

    The range of the Prius Plug-in is approximately 13 miles (at speeds up to 60 mph). The compact Lithium-ion battery can be fully recharged quite fast - in 3 hours on 110 volts and 1.7
    hours on 220 volts. The best part is that when the EV power is depleted, the Plug-in performs like a
    conventional Prius.

    Toyota plans to launch the car for sale in the first half of 2012 in the US.

    The RAV4 EV is a joint project with aims to develop an electric version of the RAV4 with the intent to bring a RAV4 EV to market in 2012.

    Toyota's hydrogen fuel cell hybrid vehicle fleet has logged several million miles since hitting the road in 2002, with significant technological improvements along the way. Toyota's current FCHV-adv
    nationwide demonstration program is placing more than 100 vehicles with demonstration partners by 2013, providing one of the largest fleets of active fuel cell vehicles in the country.

    The primary goal of the demonstration program is to spur infrastructure development prior to fuel cell vehicle market introduction in 2015.

    For more information, visit the ­Little Tokyo Design Week site.

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