RTU Paper Solution: Global Institute of Technology, Jaipur

Global Institute of Technology, Jaipur
ITS-1, IT Park, EPIP, Sitapura Jaipur 302022 (Rajasthan)

Solution VII sem University Examination 2019
Subject Code- 5ME5-12 Semester- V / Year - III
RTU Paper Solution
Branch – Mechanical Engineering

Subject Name – Automobile Engineering
Paper Code – 5ME5-12
Date of Exam – 28/11/2019

PART - A
Q.1 Various loads acting on the frame are

1 Short duration Load – While crossing a broken patch.
2 Momentary duration Load – While taking a curve.
3 Impact Loads – Due to the collision of the vehicle.
4 Inertia Load – While applying brakes.
5 Static Loads – Loads due to chassis parts.
6 Over Loads – Beyond Design capacity
2. A clutch is necessary for the transmission of power of shafts and machines which must be
started and stopped frequently. Its application is also found in cases in which power is to be
delivered to machines partially or fully loaded. The force of friction is used to start the driven
shaft from rest and gradually brings it up to the proper speed without excessive slipping of
the friction surfaces.
In automobiles, friction clutch is used to connect the engine to the driven shaft. It may be
noted that -
1. The contact surfaces should develop a frictional force that may pick up and hold the load
with reasonably low pressure between the contact surfaces.
2. The heat of friction should be rapidly dissipated and tendency to grab should be at a
minimum.
3. The surfaces should be backed by a material stiff enough to ensure a reasonably uniform
distribution of pressure.
3. The main function of propeller shaft is to connect two mechanical elements or component
i.e. one is driving element and another is driven element. We can transmit torque/turning
moment and power from one component to another which are apart at some distance.
Propeller shaft in vehicle and ship just connects the main engine to the power drive which
drives the vehicle or ship.
The main failure which is generally observed in propeller shaft is twisting moment due to
excessive shear stress. By proper designing of shaft we can overcome this failure.
4. Brake bleeding is the procedure to evacuate air bubbles present in the brake lines and hose
pipes of hydraulic braking systems. As brake fluid is incompressible liquid and air is
compressible gas so it reduces the hydraulic pressure built up in the brakelines and hence
reduces the braking efficiency.
5. A car’s tendency to understeer or oversteer is most commonly attributed to whether it’s

front- or rear-wheel drive. Front-wheel-drive cars characteristically understeer, while rear-
wheel-drive cars tend to oversteer. Both front- and rear-wheel-drive cars, though,
can experience both understeer and oversteer in the right conditions. The more power a car
has, the more likely understeer or oversteer will show their faces. Many new cars offer
electronic stability control that will kick in and keep the car in control when it starts to slide.
Understeer happens when the front wheels start to plow straight even if you have the
steering wheel turned. Front-wheel-drive cars are susceptible to understeer because power is
being sent to the same wheels that steer the car, and when the tires start spinning there’s no
grip to steer. If your front tire tread has ever been packed with snow or mud, you know the
feeling of understeer because, as you turn the wheel, the car keeps going straight. The most
common form of understeer is caused by accelerating too soon in a corner, lifting the weight
distribution, and grip, off of the front tires. However turning the wheel too fast, and too far,
can also cause understeer. The steering wheel is most intuitive control in the car. On the
road, below the limit of the car, more wheel equals more turning. This is not so at
speed. The tire wants to go straight, so the more we turn it, the less it actually wants to grip.
Oversteer is the tendency for the rear end to slide out or fishtail. In responsible everyday
driving, there’s no reason oversteer should be a concern. In rain, snow or mud, however, the
rear end of rear-wheel-drive cars can creep out on you. Traction and stability control can
minimize that fishtailing. The exhibition sport of drifting is an activity that revolves around
oversteer; drivers pitch their specially-built cars sideways and smoke the tires at high
speeds. Fundamentally, the rear end of the car has lost grip, and begins to overtake the front.
6. Camber angle is the angle made by the wheels of a vehicle; specifically, it is the angle
between the vertical axis of the wheels used for steering and the vertical axis of the vehicle
when viewed from the front or rear. It is used in the design of steering and suspension. If the
top of the wheel is farther out than the bottom (that is, away from the axle), it is

called positive camber; if the bottom of the wheel is farther out than the top, it is
called negative camber.
If you are into vehicle dynamics, this should not very difficult to work your way through
from some basic understanding.
Steering or turning of vehicle is achieved by the centripetal force generated by tires. This
centripetal force, in turn, is controlled by manipulating the orientation of the tire contact
patch with the road (slip angle) - in essence, what we do by turning the steering wheel.
Camber angle, to a relatively lesser degree as compared to the tire slip or centripetal force,
also affects the overall lateral force on the contact patch. The force resulting solely out of a
non-zero camber angle is called camber thrust.
This camber thrust acts in the direction of, or opposite to the steering induced centripetal
force, based on whether the camber angle is positive or negative.
7. The tread of a tire or track refers to the rubber on its circumference that makes contact with
the road or the ground. As tires are used, the tread is worn off, limiting its effectiveness in
providing traction. A worn tire can often be retreaded.
The word tread is often used casually to refer to the pattern of grooves molded into the
rubber, but those grooves are correctly called the tread pattern, or simply the pattern. The
grooves are not the tread, they are in the tread. This distinction is especially significant in the
case of racing slicks, which have a lot of tread but no grooves.
8. Various loads on automobile air conditioning system
Metabolic Load
Radiation Load

Ambient Load
Engine Load
Ventilation Load
Exhaust Load
9. Seat belts
Airbags
GPS
NVS
Anti-lock Braking System (ABS)
Head-light etc.
10. Corning force
Cornering force or side force is the lateral (i.e., parallel to the road surface) force produced by
a vehicle tire during cornering.
Cornering force is generated by tire slip and is proportional to slip angle at low slip angles.
The rate at which cornering force builds up is described by relaxation length. Slip angle
describes the deformation of the tire contact patch, and this deflection of the contact patch
deforms the tire in a fashion akin to a spring.
PART-B
1. Automobile Chassis
Chassis is the main support structure of the vehicle which is also known as ‘Frame’. It bears
all the stresses on the vehicle in both static and dynamic conditions. In a vehicle, it is
analogous to the skeleton in living organisms. The origin of the word Chassis lies in the
French language. Every vehicle whether it is a two-wheeler or a car or a truck has a chassis-
frame. However, its form obviously varies with the vehicle type.
The Chassis has the following functions. It
1. Supports or bears the load of the vehicle body

2. Provide the space and mounting location for various aggregates of vehicle
3. Supports the weight of various systems of the vehicle such
as engine, transmission etc.
4. Supports a load of passengers as well as the luggage
5. Withstands the stresses arising due to bad road conditions
6. Withstands stresses during braking and acceleration of the vehicle
2. . Disk brake:
Disk brake consists of a cast iron disc bolted to the wheel hub and a stationary housing called
caliper. The caliper is connected to some stationary part of the vehicle and it cast in two parts,
each part containing a piston. In between each piston and the disc there is a friction pad held
in position by retaining pins, springs plates etc. There are arrangements in the caliper for the
fluid to enter or leave each housing. There passages are also connected to another one for
bleeding. Each cylinder contains a rubber sealing ring between the cylinder and the piston.

When the brakes are applied, hydraulically actuated piston move the friction pads into contact
with the disc, applying equal and opposite forces on the later. On releasing the brakes, the
rubber sealing rings act as return springs and retract the pistons and the friction pads away
from the disc.
Drum brake:
In this type of brakes a drum is attached to the axle hub whereas on the axle casing is
mounted a back plate. The back plate is made of pressed steal sheet. It provide support for the
expander, anchor and brake shoes. It also protect the drum and shoe assembly from mud and
dust. It also known as the torque plate because it absorbed the complete torque reaction of the
shoe. Two brake shoe is mounted on back plate with friction linnings. On or two retractor
spring are used to seprate brake shoe from drum when the brakes are not applied. The brake
shoe are anchored at one end, whereas on the other ends force is applied by means of some
brake actuating mechanism which forces the brake shoe against the revolving drum, so the
friction force is generated between drum and the shoe and brake applied.
An adjuster is also provided to compensate for wear of friction lining with use. This brakes
are widely used in motorcycle and the cars.
Drum brake advantages

Brake shoes today are still being used. Here are some advantages that drum brakes have over
disc brakes:
 Drum brakes can provide more braking force than an equal diameter disc brake.
 Drum brakes last longer because drum brakes have increased friction contact area
than a disc.
 Drum brakes are cheaper to manufacture than disc brakes.
 Rear drum brakes generate lower heat.
 Drum brakes have a built-in self energizing effect that requires less input force (such
as hydraulic pressure
 Wheel cylinders are simpler to recondition than with disc brake calipers.
 Brake shoes can be remanufactured for future use.

Drums have slightly lower frequency of maintenance due to better corrosion
resistance.
Drum brake disadvantages
 Excessive heating can happen due to heavy braking, which then can cause the drum to
distort, and thus cause vibration under braking.
 Under hard braking, the diameter of the drum increases slightly due to thermal
expansion, the driver must press the brake pedal farther.
 Brake shoes can overheat to the point where they become glazed.
 Excessive brake drum heating can cause the brake fluid to vaporize.
 Grab is the opposite of fade: when the pad friction goes up, the self-assisting nature of
the brakes causes application force to go up. If the pad friction is enough, the brake
will stay engaged due to self-application, even when the external application force is
released.
 Another disadvantage of drum brakes is their relative complexity.
 Maintenance of drum brakes is more time-consuming, compared to disc brakes.
Advantages of Disc Brake

Disc brakes have a caliper that functions to press the brake shoes. This brake shoes will touch
the disc which slowing the speed of a vehicle.
Disc brake is almost used on front wheel of vehicle such as cars and light truck. This brake
has 60% - 80% effectively to stop vehicle. No regulation requires for the disc brake used on
the front wheel of vehicle.
All brakes, both disc and drum brake, will produce heat from the frictional surface between
brake linings and the rotor or drums. Disc brake has advantages of heat dissipation until this
brake more resistant of brake fade.
The Disadvantages of Disc Brake

Disadvantages of brake discs are large rotor surfaces will produce a noisy sound. The surface
of the brake shoes and the disc became hard causes of this noise. Another deficiency is the
ineffective disc brakes when used as a parking brake. This happens because the brake pads
have difficulty in retaining a smooth rotor surface. The disc brake system is only effective to
reduce the vehicle's speed, but it is not as effective as drum brakes capable to self-energized
to remain stationary while parked.
3.
Differential gear in automotive mechanics, gear arrangement that permits power from the
engine to be transmitted to a pair of driving wheels, dividing the force equally between them
but permitting them to follow paths of different lengths, as when turning a corner
or traversing an uneven road. On a straight road the wheels rotate at the same speed; when
turning a corner the outside wheel has farther to go and will turn faster than the inner wheel if
unrestrained.
It was used first on steam-driven vehicles and was a well-known device when internal-
combustion engines appeared at the end of the 19th century.
The power from the transmission is delivered to the bevel ring gear by the drive-shaft pinion,
both of which are held in bearings (not shown) in the rear-axle housing. The case is an open
boxlike structure that is bolted to the ring gear and contains bearings to support one or two
pairs of diametrically opposite differential bevel pinions. Each wheel axle is attached to a
differential side gear, which meshes with the differential pinions. On a straight road the
wheels and the side gears rotate at the same speed, there is no relative motion between the
differential side gears and pinions, and they all rotate as a unit with the case and ring gear. If
the vehicle turns to the left, the right-hand wheel will be forced to rotate faster than the left-
hand wheel, and the side gears and the pinions will rotate relative to one another. The ring
gear rotates at a speed that is equal to the mean speed of the left and right wheels. If the
wheels are jacked up with the transmission in neutral and one of the wheels is turned, the
opposite wheel will turn in the opposite direction at the same speed.
The torque (turning moment) transmitted to the two wheels with the Pecqueur differential is
the same. Consequently, if one wheel slips, as in ice or mud, the torque to the other wheel is
reduced. This disadvantage can be overcome somewhat by the use of a limited-slip
differential. In one version a clutch connects one of the axles and the ring gear. When one
wheel encounters low traction, its tendency to spin is resisted by the clutch, thus providing
greater torque for the other wheel.
4.
5. Telescopic Shock Absorber

A shock absorber or damper is a mechanical or hydraulic device designed to absorb
and damp shock impulses. It does this by converting the kinetic energy of the shock into
another form of energy (typically heat) which is then dissipated. Most shock absorbers are a
form of dashpot (a damper which resists motion via viscous friction).
Construction:
 A telescopic shock absorber derives its name from tubular shape of early telescopes
used in ancient times.
 They are 2 types viz. mono tube and twin tube type. The twin type shock absorber is
as shown in the figure.
 Rod G is attached to a 2 way valve A; while another similar 2 way valve B is attached
at the lower end of cylinder C.
 There is a fluid (oil) in the space between the valve A and B and also in the annular
area between cylinder C and tube D.
 H is a gland in the head J. The eye E is connected to axle and eye F is connected to
the chassis frame.
Working:
 Consider that the vehicle has come across a bump.

 Then the eye E would move up and thereby the fluid will pass from the lower side of
valve assembly A to the upper side. But since the volume of the space above A is less
by the volume of rod G, the fluid will also exert its pressure on valve assembly B and
go to the underside of valve B.
 This passage of the fluid through valve opening provides the damping.
 A similar process takes place in opposite direction for rebound.
6. The global positioning system (GPS) is a 24-satellite navigation system that uses multiple
satellite signals to find a receiver’s position on earth. GPS was developed by the U.S.
Department of Defense (DoD). The technology was originally used for military purposes.
Since 1980, when GPS technology was made available to the consumer market, it has
become common in cars, boats, cell phones, mobile devices and even personal heads-up
display (HUD) glasses.
GPS receivers find their location by coordinating information from three or four satellite
signals. That information includes the position of the satellite and the precise time of
transmission. With three signals, any 2D position can be found on earth; additional satellite
signals make it possible to find altitude.
GPS technology works in almost any condition and is accurate to within 3-15 meters,
depending on the number of signals received, the spread of satellites in the sky and the
technologies used in the receiver.
7.
Disks a are constrained (as with splines) to rotate with the input shaft; disks b are similarly
constrained to rotate with the output shaft. When the clutch is disengaged, the disks are free
to slide axially to separate themselves. When the clutch is engaged, they are clamped tightly

together to provide (in the case illustrated) six driving and six driven surfaces. The two end
disks, which have only their inner sides serving as friction surfaces, should be members of
the same set in order to avoid transmitting the clamping force through a thrust bearing. Note
that in Figures (2) and (3) the clutch clamping force is localized to the region of the disks,
whereas in Figure (1) it would have to be transmitted through a thrust bearing. Let n1 =
Number of discs on the driving shaft, and n2 = Number of discs on the driven shaft. Number
of pairs of contact surfaces,
n = n1 + n2 – 1
Mathematical Formulations: Equations are now developed below relating clutch size, friction
coefficient, torque capacity, axial clamping force, and interface pressure, using each of two
basic assumptions. Throughout the development the coefficient of friction f is assumed to be
constant.
Uniform Pressure Distribution Assumption: This assumption is valid for an unworn (new),
accurately manufactured clutch, with rigid outer disks.
the normal force acting on a differential ring element of radius r is
Where p is the uniform level of interface pressure. The total normal force acting on the area
of contact is
where F is also the axial force clamping the driving and driven disks together. The friction
torque that can be developed on a ring element is the product of the normal force, coefficient
of friction, and radius,
and the total torque that can be developed over the entire interface is
represents the torque capacity of a clutch with one friction interface (one driving disk mating
with one driven disk
PART-C
1. Types of Gearbox
The following are four different types of gearbox and how they are commonly used.
 Sliding mesh type gearbox
 Constant mesh type gearbox
 Synchromesh gearbox
 Epicyclic gearbox

Synchromesh GearBox
The modern cars use helical gears and synchromesh devices in the gearboxes, that
synchronize the rotation of gears that are about to mesh. This eliminates clashing of the gears
and makes gear shifting easier.
The synchromesh gearbox is similar to the constant mesh gearbox. The synchromesh gearbox
is provided with a synchromesh device by which the two gears to be engaged are first taken
into frictional contact which adjusts their speed after which they are engaged easily.
In most of the vehicles, the synchromesh devices are not fitted to all the gears. They are fitted
only on the top gears. Reverse gear, and in some case the first gear, do not have synchromesh
devices. Because they are intended to be engaged when the vehicle is stationary.
When the gear lever is moved the synchromesh cone meets with a similar cone on the pinion.
Due to friction the rotating pinion is, made to rotate at the same speed as the synchromesh
unit. To give a positive drive further movement of the gear lever enables the coupling to
override several springs loaded balls and the coupling engages with the dogs on the ride of
the pinion.
Since both pinion and synchromesh units are moving at the same speed, this engagement is
necessary before engaging the dog teeth so that the cones have a chance to bring the
synchronizer and pinion to the same speed.
2. Manual steering is the string system where steering is connected to a rod that turns the
wheels as per the steering direction. This is called as Rack and pinion steering. Rack means

rod and pinion means gear. A gear is attached to the steering rod. When the driver turn the
steering wheel, it turns the gear in circular motion and then moves the steering rod which can
be seen behind the clutch, brake and accelerator pedal. Here the rotational motion of steering
wheels is converting into linear motion. This linear motion turns the wheels. Hence the
steering is heavy one the car is idle and as soon as the tires start moving the kinetic energy
reduces the weight of steering. Higher the speed lighter the steering.
In power steering or hydraulic steering a pump (motor) is attached to the steering column
which uses oil to create hydraulic pressure to lighten the steering. One the engine is on the
steering pump is on and the steering becomes light. This is also rack and pinion system with a
motor. Steering is super heavy when the engine is off.
3. Lead acid battery

Almost every portable and handheld device consist a battery. The battery is a storage device
where energy is stored to provide the power whenever needed. There are different types of
batteries available in this modern electronics world, among them Lead Acid battery is
commonly used for high power supply. Usually Lead Acid batteries are bigger in size with
hard and heavy construction, they can store high amount of energy and generally used in
automobiles and inverters.
Construction of Lead Acid Battery
If we break the name Lead Acid battery we will get Lead, Acid, and Battery. Lead is a
chemical element (symbol is Pb and the atomic number is 82). It is a soft and malleable
element. We know what Acid is; it can donate a proton or accept an electron pair when it is
reacting. So, a battery, which consists of Lead and anhydrous plumbic acid (sometimes
wrongly called as lead peroxide), is called as Lead Acid Battery.
A Lead Acid Battery consists of Plates, Separator, and Electrolyte, Hard Plastic with a hard
rubber case.
In the batteries, the plates are of two types, positive and negative. The positive one consists of
Lead dioxide and negative one consists of Sponge Lead. These two plates are separated using
a separator which is an insulating material. This total construction is kept in a hard plastic
case with an electrolyte. The electrolyte is water and sulfuric acid.
The hard plastic case is one cell. A single cell store typically 2.1V. Due to this reason, A 12V
lead acid battery consists of 6 cells and provide 6 x 2.1V/Cell = 12.6V typically.
Working of Lead Acid Battery
Working of the Lead Acid battery is all about chemistry and it is very interesting to know
about it. There are huge chemical process is involved in Lead Acid battery’s charging and
discharging condition. The diluted sulfuric acid H2SO4 molecules break into two parts when
the acid dissolves. It will create positive ions 2H+ and negative ions SO4-. As we told before,
two electrodes are connected as plates, Anode and Cathode. Anode catches the negative ions
and cathode attracts the positive ions. This bonding in Anode and SO4- and Cathode with
2H+ interchange electrons and which is further react with the H2O or with the water (Diluted
sulfuric acid, Sulfuric Acid + Water).
The battery has two states of chemical reaction, Charging and Discharging.
At cathode
PbSO4 + 2e- => Pb + SO42-
At anode
PbSO4 + 2H2O => PbO2 + SO42- + 4H- + 2e-
Combining above two equation, the overall chemical reaction will be
2PbSO4 + 2H2O => PbO2 + Pb + 2H2SO4


Typical methods of battery testing include:
 Visual inspection — A visual inspection locates cracks, leaks, and corrosion. You can
find these problems before they become catastrophic failures; however, visual inspection
says nothing about the string’s state of charge (SOC), capacity, or state of health (SOH).
 Voltage testing — A low float voltage shows a cell that is not fully charging and cannot
supply full capacity, which may be an indication of plate sulfation. A high float voltage is
an indication of overcharging. This can lead to premature grid corrosion and higher
temperatures in the battery. High temperatures may lead to valve-regulated lead-acid
(VRLA) batteries drying out or even thermal runaway. Incorrect float voltage shows
something is wrong. However, if the float voltage is correct, it says nothing about SOC,
capacity, or SOH.
 Float current — A high float current could be a precursor to thermal runaway. It could
also indicate a short circuit/ground fault or be a sign of a high float voltage. Incorrect
float current, once again, shows that something is wrong. But if the float current is
correct, it says nothing about capacity or SOH.
 Ripple current — Excessive ripple will cause internal heating of batteries. Ideally, ripple
current should be less than 5A for every 100Ah. However, ripple current says more about
the state of the charger than the battery. Ripple current does not provide any information
about SOC, capacity, or SOH.
 Temperature testing — Temperature is critical for batteries, as high temperatures reduce
battery life. Temperature testing provides no information about SOC, capacity, or SOH.
 Specific gravity measurement — A specific gravity measurement reads the ratio of the
density of a liquid to the density of water. Specific gravity measurements in batteries
indicate how much sulfate is in the electrolyte, providing information about the SOC, but
not capacity or SOH.
 Impedance testing — An impedance test does not measure the capacity of the battery, but
it is an indicator of the SOH of the battery.
 Discharge testing — Discharge testing is the only form of test that will determine the
actual capacity of the string, but not necessarily the SOH.
4. The most common components which make up these automotive systems are the
following:
1. Compressor, 2. Condenser,
3. Evaporator, 4. Thermal expansion valve,
5. Receiver-drier
COMPRESSOR
Commonly referred to as the heart of the system, the compressor is a belt driven pump that is
fastened to the engine. It is responsible for compressing and transferring refrigerant gas.
The A/C system is split into two sides, a high pressure side and a low pressure side; defined
as discharge and suction. Since the compressor is basically a pump, it must have an intake
side and a discharge side. The intake, or suction side, draws in refrigerant gas from the outlet
of the evaporator. In some cases it does this via the accumulator.
Once the refrigerant is drawn into the suction side, it is compressed and sent to the condenser,
where it can then transfer the heat that is absorbed from the inside of the vehicle.
CONDENSER
This is the area in which heat dissipation occurs. The condenser, in many cases, will have
much the same appearance as the radiator in you car as the two have very similar functions.
The condenser is designed to radiate heat. Its location is usually in front of the radiator, but in
some cases, due to aerodynamic improvements to the body of a vehicle, its location may
differ. Condensers must have good air flow anytime the system is in operation. On rear wheel
drive vehicles, this is usually accomplished by taking advantage of your existing engine's
cooling fan. On front wheel drive vehicles, condenser air flow is supplemented with one or
more electric cooling fan(s).
As hot compressed gasses are introduced into the top of the condenser, they are cooled off.
As the gas cools, it condenses and exits the bottom of the condenser as a high pressure liquid.
EVAPORATOR
Located inside the vehicle, the evaporator serves as the heat absorption component. The
evaporator provides several functions. Its primary duty is to remove heat from the inside of
your vehicle. A secondary benefit is dehumidification. As warmer air travels through the
aluminum fins of the cooler evaporator coil, the moisture contained in the air condenses on its
surface. Dust and pollen passing through stick to its wet surfaces and drain off to the outside.
On humid days you may have seen this as water dripping from the bottom of your vehicle.
Rest assured this is perfectly normal.

The ideal temperature of the evaporator is 32 Fahrenheit or 0 Celsius. Refrigerant enters the
bottom of the evaporator as a low pressure liquid. The warm air passing through the
evaporator fins causes the refrigerant to boil (refrigerants have very low boiling points). As
the refrigerant begins to boil, it can absorb large amounts of heat. This heat is then carried off
with the refrigerant to the outside of the vehicle. Several other components work in
conjunction with the evaporator. As mentioned above, the ideal temperature for an evaporator
coil is 32 F. Temperature and pressure regulating devices must be used to control its
temperature. While there are many variations of devices used, their main functions are the
same; keeping pressure in the evaporator low and keeping the evaporator from freezing; A
frozen evaporator coil will not absorb as much heat.
PRESSURE REGULATING DEVICES

Controlling the evaporator temperature can be accomplished by controlling refrigerant
pressure and flow into the evaporator. Many variations of pressure regulators have been
introduced since the 1940's. Listed below, are the most commonly found.
THERMAL EXPANSION VALVE

Another common refrigerant regulator is the thermal expansion valve, or TXV. Commonly
used on import and aftermarket systems. This type of valve can sense both temperature and
pressure, and is very efficient at regulating refrigerant flow to the evaporator. Several
variations of this valve are commonly found. Another example of a thermal expansion valve
is Chrysler's "H block" type. This type of valve is usually located at the firewall, between the
evaporator inlet and outlet tubes and the liquid and suction lines. These types of valves,
although efficient, have some disadvantages over orifice tube systems. Like orifice tubes
these valves can become clogged with debris, but also have small moving parts that may stick
and malfunction due to corrosion.
RECEIVER-DRIER
The receiver-drier is used on the high side of systems that use a thermal expansion valve.
This type of metering valve requires liquid refrigerant. To ensure that the valve gets liquid
refrigerant, a receiver is used. The primary function of the receiver-drier is to separate gas
and liquid. The secondary purpose is to remove moisture and filter out dirt. The receiver-drier
usually has a sight glass in the top. This sight glass is often used to charge the system. Under
normal operating conditions, vapor bubbles should not be visible in the sight glass. The use
of the sight glass to charge the system is not recommended in R-134a systems as cloudiness
and oil that has separated from the refrigerant can be mistaken for bubbles. This type of
mistake can lead to a dangerous overcharged condition. There are variations of receiver-
driers and several different desiccant materials are in use. Some of the moisture removing
desiccants found within are not compatible with R-134a. The desiccant type is usually
identified on a sticker that is affixed to the receiver-drier. Newer receiver-driers use desiccant
type XH-7 and are compatible with both R-12 and R-134a refrigerants.
Common faults are:-
 A Freon leak caused by a failed o-ring, seal, hose or component
 A clogged expansion tube or refrigerant charging hose
 Failed compressor or compressor clutch
 Failed blower motor or blower motor resistor
 Damaged or failed condenser or evaporator
 Vacuum leaks

 Failed switch, fuse, relay, control module, blend door or solenoid
5. Torque Converter
A torque converter is a type of fluid coupling which is used to transfer rotating power from
the engine of a vehicle to the transmission. It takes place of mechanical clutch in an
automatic transmission. The main function of it is to allow the load to be isolated from the
main power source. It sits in between the engine and transmission. It has the same function as
the clutch in manual transmission. As the clutch separates the engine from the load when it
stops, in the same way it also isolates the engine from load and keep engine running when
vehicle stops.Its main functions are:
1. It transfers the power from engine to the transmission input shaft.

2. It drives the front pump of the transmission.
3. It isolates the engine from the load when the vehicle is stationary.
4. It multiplies the torque of the engine and transmits it to the transmission. It almost doubles
the output torque.
Working Principle
For understanding the working principle of torque converter, let’s take two fans. One fan is
connected to the power source and other is not connected with power source. When first fan
connected to the power source starts moving, the air from it flows to the second fan which is
stationary. The air from the first fan strikes on the blades of the second fan and it also starts
rotating almost at the same speed to the first one. When the second fan is stopped, it does not
stop the first one. The first fan keeps rotating.
On the same principle the torque converter works. In that the impeller or pump acts as first
fan which is connected to the engine and turbine act as the second fan which is connected to
the transmission system. When the engine runs, it rotates the impeller and due to the

centrifugal force the oil inside the torque converter assembly directed towards the turbine. As
it hits turbine blades, the turbine starts rotating. This makes the transmission system rotate
and the wheels of the vehicle moves. When engine stops, the turbine also stops rotating but
the impeller connected the engine keeps moving and this prevent the killing of engine.
Main Parts
The torque converter has three main parts
1. Impeller or Pump
The impeller is connected to the housing and the housing connected to the engine shaft. It has
curved and angled vanes. It rotates with the engine speed and consists of automatic
transmission fluid. When it rotates with the engine, the centrifugal force makes the fluid
move outward. The blades of the impeller are designed in such a way that it directs the fluid
towards the turbine blades. It acts as centrifugal pump which sucks the fluid from the
automatic transmission and delivers it to the turbine.
2. Stator
The stator is located in between the impeller and turbine. The main function of the stator is to
give direction to the returning fluid from the turbine, so that the fluid enters to the impeller in
the direction of its rotation. As the fluid enters in the direction of the impeller, it multiplies
the torque. So stator helps in the torque multiplication by changing the direction of the fluid
and allows it to enter in the direction of the impeller rotation. The stator changes the direction
of fluid almost upto 90 degree. The stator is mounted with a one way clutch that allows
rotating it in one direction and preventing its rotation in other direction. Turbine is connected
to the transmission system of the vehicle. And the stator is placed in between the impeller and
turbine.
3. Turbine
Turbine is connected to the input shaft of the automatic transmission. It is present at the
engine side. It also consists of curved and angled blades. The blades of the turbine are
designed in such a way that it can change the direction of the fluid completely that strikes on
its blades. It is the change in the direction of the fluid that forces the blades to move in the
direction of the impeller. As the turbine rotates the input shaft of the transmission also rotates
and made the vehicle to move. The turbine is also has a lock up clutch at its back. The lock
up clutch comes into play when the torque converter achieves coupling point. the lockup
eliminates the loses and improves the efficiency of the converter.
Working of Torque Converter

It has three stages of operations
1. Stall: During stall (stop) condition of the vehicle, the engine is applying power to the
impeller but the turbine cannot rotate. This happens, when the vehicle is stationary and driver
has kept his foot on the brake paddle to prevent it from moving. During this condition
maximum multiplication of torque takes place. As the driver removes its foot from the brake
paddle and presses the accelerator paddle, the impeller starts moving faster and this set the
turbine to move. At this situation, there is a larger difference between the pump and turbine
speed. The impeller speed is much greater than the turbine speed.
2. Acceleration: During acceleration, the turbine speed keeps on increasing, but still there is
large difference between the impeller and turbine speed. As the speed of the turbine increases
the torque multiplication reduces. During acceleration of the vehicle the torque multiplication
is less than that is achieved during stall condition.
3. Coupling: It is a situation when the turbine achieved approximately 90 percent speed of the
impeller and this point is called coupling point. The torque multiplication seizes and becomes
zero and the torque converter behaves just like a simple fluid coupling. At the coupling point
the lock up clutch come into play and locks the turbine to the impeller of the converter. This
puts the turbine and impeller to move with the same speed. Lock up clutch engages only
when coupling point is achieved. During coupling the stator also starts to rotate in the
direction of the impeller and turbine rotation.
Advantages over conventional gear box
In addition to the very important job of allowing your car come to a complete stop without
stalling the engine, the torque converter actually gives your car more torque when you
accelerate out of a stop. Modern torque converters can multiply the torque of the engine by
two to three times. This effect only happens when the engine is turning much faster than the
transmission.
At higher speeds, the transmission catches up to the engine, eventually moving at almost the
same speed. Ideally, though, the transmission would move at exactly the same speed as the
engine, because this difference in speed wastes power. This is part of the reason why cars
with automatic transmissions get worse gas mileage than cars with manual transmissions.
To counter this effect, some cars have a torque converter with a lockup clutch. When the two
halves of the torque converter get up to speed, this clutch locks them together, eliminating the
slippage and improving efficiency.

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Global Institute of Technology, Jaipur

ITS-1, IT Park, EPIP, Sitapura Jaipur 302022 (Rajasthan)

Subject Code- 5ME5-12 Semester- V / Year - III