MACH ONE SPEED AUTOMOTIVE ENGINE

An automobile engine is specially designed to liberate a particular amount of power at a required speed that in turn drives the automobile. Unlike the jet engines, whose main purpose is to provide thrust, the main purpose of the automotive engine is to produce torque which is required to run the automobile on ground. Higher is the torque lesser becomes the speed. Fighter jets equipped with turbojet engines can go fast enough to cross the sound barrier and can travel beyond mach one speed. But in case of automobiles it is quite impossible. Since a high torque is required to run the vehicle on ground the speed decreases. But keeping the required amount of torque constant if the power delivered by the engine can be increased beyond maximum the speed of the vehicle will increase. So, a special type of engine can be designed using suitable materials and calculated values that can drive a vehicle beyond mach one speed with the required amount of torque on ground called the Mach One Speed Automotive Engine (M1SAE).

The Mach One Speed Automotive engine (M1SAE) can be a unique piece of art. It can make history by being the first engine to run a car that can cross the sound barrier. The designs of various automotive engine parts are made within the safely limits and can be manufactured practically. Like the designs of the engine cylinder, piston and connecting rod other engine parts like the crankshaft, flywheel, etc. can also be designed similarly using the given data. Most of the calculations made are based upon assumptions and considered data. Hence the above calculated dimensions of various components are based upon theoretical analysis. However the M1SAE engine needs a practical verification of the calculations to come into existence and to be used practically. The necessary power could be generated by the engine at required torque to run the vehicle at 11000 RPM thus making the car run at the speed of Mach 1 and hence the fastest car on earth.

 

DIRECT SHIFT GEARBOX TRANSMISSION

A direct-shift gearbox (DSG) is an electronically controlled dual-clutch multiple-shaft manual gearbox, in a transaxle design – without a conventional clutch pedal, and with full automatic, or semi-manual control. In DSG, two separate manual gearboxes (and clutches), are contained within one housing, and work as one unit. By using two independent clutches, a DSG can achieve faster shift times, and eliminates the torque converter of a conventional epicyclic automatic transmission.

This transmission system has been licensed to Volkswagen and is an effective system of transmission.

Whilst the motor vehicle is stationary and in neutral (N), the driver can select D for "drive" (after first pressing the foot brake pedal). The transmission's reverse gear is selected on the first shaft K1, and the outer clutch K2 engages at the start of the 'bite point'. At the same time, on the alternate gear shaft, the reverse gear clutch K1 is also selected (pre-selected), as the gearbox doesn't know whether the driver wants to go forward or reverse. The clutch pack for second gear (K2) gets ready to engage. When the driver releases the brake pedal, the K2 clutch pack increases the clamping force, allowing the second gear to take up the drive through an increase of the 'bite point', and thereby transferring the torque from the engine through the transmission to the drive shafts and road wheels, causing the vehicle to move forward. Depressing the accelerator pedal engages the clutch and causes an increase of forward vehicle speed. Pressing the throttle pedal to the floor (hard acceleration) will cause the gearbox to "kick down" to first gear to provide the acceleration associated with first, although there will be a slight hesitation while the gearbox deselects second gear and selects first gear. As the vehicle accelerates, the transmission's computer determines when the second gear (which is connected to the second clutch) should be fully used. Depending on the vehicle speed and amount of engine power being requested by the driver (determined by the position of the throttle pedal), the DSG then up-shifts. During this sequence, the DSG disengages the first outer clutch whilst simultaneously engaging the second inner clutch (all power from the engine is now going through the second shaft), thus completing the shift sequence. This sequence happens in 8 milliseconds (aided by pre-selection), and can happen even with full throttle opening, and as a result, there is virtually no power loss.

Once the vehicle has completed the shift to second gear, the first gear is immediately de-selected, and third gear (being on the same shaft as 1st and 5th) is pre-selected, and is pending. Once the time comes to shift into 3rd, the second clutch disengages and the first clutch re-engages. This method of operation continues in the same manner for the remaining forward gears. Downshifting is similar to up-shifting but in reverse order, and is slower, at 600 milliseconds, due to the engine's Electronic Control Unit, or ECU, needing to 'blip' the throttle so that the engine crankshaft speed can match the appropriate gear shaft speed. The car's computer senses the car slowing down, or more power required (during acceleration), and thus engages a lower gear on the shaft not in use, and then completes the downshift. The actual shift points are determined by the DSG's transmission ECU, which commands a hydro-mechanical unit. The transmission ECU, combined with the hydro-mechanical unit, are collectively called a "mechatronics" unit or module. Because the DSG's ECU uses "fuzzy logic", the operation of the DSG is said to be "adaptive" that is, the DSG will "learn" how the user drives the car, and will progressively tailor the shift points accordingly to suit the habits of the driver.

In the vehicle instrument display, between the speedometer and tachometer, the available shift-lever positions are shown, the current position of the shift-lever is highlighted (emboldened), and the current gear ratio in use is also displayed as a number.

Under "normal", progressive and linear acceleration and deceleration, the DSG shifts in a "sequential" manner, i.e. under acceleration: 1st > 2nd > 3rd > 4th > 5th > 6th; and the same sequence reversed for deceleration. However, the DSG can also skip the normal sequential method, by 'missing out' adjacent gears, and shift two or more gears. This is most apparent if the car is being driven at sedate speeds in one of the higher gears with a light throttle opening, and the accelerator pedal is then pressed down, engaging the "kick-down" function. During kick-down, the DSG will skip gears, shifting directly to the most appropriate gear depending on speed and throttle opening. This kick-down may be engaged by any increased accelerator pedal opening, and is completely independent of the additional resistance to be found when the pedal is pressed fully to the floor, which will activate a similar kick-down function when in Manual operation mode. The seven-speed unit in the 2007 Audi variants will not automatically shift to 6th gear; rather, it stays at 5th to keep power available at a high RPM while cruising. When the floor-mounted gear selector lever is in position D, the DSG works in fully automatic mode, with emphasis placed on gear shifts programmed to deliver maximum fuel economy. That means that shifts will change up and down very early in the rev-range. As an example, on the Volkswagen Golf Mk5 GTI, sixth gear will be engaged around 52 km/h (32 mph), when initially using the DSG transmission with the 'default' ECU adaptation - although with an "aggressive" or "sporty" driving style, the adaptive shift pattern will increase the vehicle speed at which sixth gear engages.

ACCELEROMETER DRIVEN SERVOMOTOR BASED STEERING GEAR

In olden days steering mechanisms developed to turn a vehicle at a certain radius while negotiating a turn had a greater steering gear ratio. For a small rotation of the steering gear the steering wheel had to be given a greater effort for larger degree of rotation than that of the steering gear inorder to develop torque for turning the vehicle. To reduce the effort at the steering wheel, power steering was developed in the 18th century. It not only made steering easier but also increased the accuracy in steering a four wheeled vehicle. Precision turning in four wheeled vehicles not only prevents the vehicle from skidding but also prevents road accidents. Various other mechanisms were also established for reducing the steering effort and precision turning including hydraulics as well as electronic type. Taking into account the various systems of steering as well as using a bit of electronics and microcontroller application a modern technique can be developed using a servomotor, an accelerometer and a microprocessor for an increased precision in steering of a vehicle which may be termed as the “accelerometer driven servomotor based steering gear” or “A.S. steering gear”.

A. S. STEERING GEAR