Automotive Ignition System Diagram

Automotive Ignition System Diagram

Automotive Starting System Diagram

Automotive Starting System Diagram

Familiarize Gasoline Engine

Automotive Gasoline Engine

The gas engine is one of the wonders of the 19th century. Now, within three years of the 20th century, it is a novel machine, eagerly sought by many people. It is thought by people who have not studied its morality that it is a steam-engine, using gas or gasoline as petroleum for the function of making steam. This is invalid. Gas and gasoline in specific proportion with air are likely to explode substance. The outgoing force consequential from explosion of these materials in the cylinder is the force that is substituted for the expansive force of steam. Hence, due to the economy of this method as a means of deriving power, the steam engine and boiler are fast disappearing, and the Gas Engine is captivating their place for small power.

It is not commonly known that the commencement of the gas engine for the production of motive power antedates that of the steam engine. Yet such is the case. It was not until the year 1744 that James Watt ran his first successful steam engine at the Soho Works, Birmingham, England, while Huyghens, Papin and other scientists had produced power in the seventeenth century by the explosion of chemicals and the expansive force of heated vapors. But the mechanical difficulties proved too great, and so little was known in that age of economical methods of producing gas as fuel for the production of heat, that when the apparently more simple method of using the expansive force of steam produced by the desertion of water by heat produced by the combustion of coal or wood was discovered, and Watt constructed his engine for utilizing steam, all further efforts in the direction of producing power by other heated vapors were suspended. For a century and a half the intelligence and genius of the world have been expended in improving the steam engine, until it is now conceded that it is as perfect as human effort can make it. No further economy in producing power by this method can be proficient. After careful and clever tests by experts with the best instruments made at the present day, it is generally admitted that what is now deemed the perfect steam engine does not convert more than 10 per cent of the heat efficiency into indicated work, and that usual engines and boilers do not apprehend over 4 per cent.

The gas engine is one of the wonders of the 19th century. Now, within three years of the 20th century, it is a novel machine, eagerly sought by many people. It is thought by people who have not studied its morality that it is a steam-engine, using gas or gasoline as petroleum for the function of making steam. This is invalid. Gas and gasoline in specific proportion with air are likely to explode substance.

The outgoing force consequential from explosion of these materials in the cylinder is the force that is substituted for the expansive force of steam. Hence, due to the economy of this method as a means of deriving power, the steam engine and boiler are fast disappearing, and the Gas Engine is captivating their place for small power.

It is not commonly known that the commencement of the gas engine for the production of motive power antedates that of the steam engine. Yet such is the case. It was not until the year 1744 that James Watt ran his first successful steam engine at the Soho Works, Birmingham, England, while Huyghens, Papin and other scientists had produced power in the seventeenth century by the explosion of chemicals and the expansive force of heated vapors. But the mechanical difficulties proved too great, and so little was known in that age of economical methods of producing gas as fuel for the production of heat, that when the apparently more simple method of using the expansive force of steam produced by the desertion of water by heat produced by the combustion of coal or wood was discovered, and Watt constructed his engine for utilizing steam, all further efforts in the direction of producing power by other heated vapors were suspended. For a century and a half the intelligence and genius of the world have been expended in improving the steam engine, until it is now conceded that it is as perfect as human effort can make it. No further economy in producing power by this method can be proficient.

After careful and clever tests by experts with the best instruments made at the present day, it is generally admitted that what is now deemed the perfect steam engine does not convert more than 10 per cent of the heat efficiency into indicated work, and that usual engines and boilers do not apprehend over 4 per cent.

Familiarize Diesel Fuel Engine

Automotive Diesel Fuel Engine

A diesel engine (also recognized as a compression-ignition engineand every now and then capitalized as Diesel engine) is an inside ignitionengine that uses the heat of compression to commence ignition to burn the fuel,which is injected into the combustion chamber during the final stage ofcompression. This is in compare to spark-ignition engines such as a petrolengine (gasoline engine) or gas engine (using a gaseous fuel as opposed togasoline), which uses a spark plug to ignite an air-fuel blend. The dieselengine is modeled on the Diesel cycle. The engine and thermodynamic cycle wereboth developed by Rudolf Diesel in 1897.

The diesel engine has the highest thermalefficiency of any regular internal or external combustion engine due to itsvery high compression ratio. Low-speed diesel engines (as used in ships andother applications where overall engine load is relatively unimportant) oftenhave a thermal efficiency which exceeds 50 percent.

Mio Automatic

New Yamaha Mio Automatic

New Generation model is packed with light-commuter functions.
Yamaha MIO, with its slim and yet imposing body, is a light city commuter that delivers agile driving performance and excellent convenience. Thanks to its air-cooled 4 cycle SOHC 2 valve single cylinder CVT engine mounted on a newly designed pipe frame, it fulfills our aim to developing a "vehicle that is fun to ride" for our target customers, teenagers and the young casual segment. We designed this model for excellent handling ease and a sense of acceleration which were not available in its predecessor.

SPECIFICATIONS

Over length x Width x Height - 1,820 mm x 675 mm x 1,050 mm
Seat Height - 745 mm
Wheel Base - 1,240 mm
Minimum Ground Clearance - 130 mm
Dry (without oil and fuel) / Wet (with oil and full fuel tank) - 92 kg / 95 kg
Engine Type - Forced air cooled 4 stroke, SOHC, 2 valve
Cylinder Arrangement - Single Cylinder
Displacement - 113 cubicCM
Bore and Stroke - 50.0 mm x 57.9 mm
Compression Ratio - 8.8:1
Max Horse Power - 5.98 kW (8000 r/min)
Max Torque - 7.53 N-m (6500 r/min)
Starting System - Electric Starter and Kick
Lubrication - Wet Sump
Engine Oil Capacity - 0.9 L
Fuel Tank Capacity - 3.7 L
Carburetor - NCV24
Ignition System - DC-CDI
Primary / Secondary Reduction Ratio - 3.133 / 3.231
Clutch - Dry, centrifugal automatic, Coil spring
Transmission - V belt automatic
Gear Ratio - 2.399 - 0.829
Frame Type - Steel tube underbone
Caster Angle / Trail - 26.5 degree / 100 mm
Tire Sizes - Front 70/90 14M/C 34P
                  Rear 80/90 14M/C 40P
Brake - Front / Rear - Single Disc / Drum
Suspension - Front / Rear - Telescopic Fork / Unit Swing
Headlight - 12v, 32/32w x 1

Nouvo Z Automatic

Nouvo Z Automatic

The NOUVO, which was born in 2002 to fulfill our mission of creating "ASEAN's Best Commuter," has reached new heights.
With its quality finishing and large 16 inch wheels, the new NOUVO for the filipino market will deliver excellent driving performance. While inheriting many of the features of its predecessor, it receives engine upgrades, a new rear suspension, and a futuristic new design. These and many other refinements enhance the new NOUVO's potential as ASEAN's Best Commuter. This is a very attractive product indeed.

SPECIFICATIONS

Overall length x width x height - 1,935 mm x 675 mm x 1,990 mm
Seat Height - 770 mm
Wheel Base - 1,280 mm
Minimum Ground Clearance - 135 mm
Dry (without oil and fuel) / Wet (with oil and fuel) - 103 kg / 108 kg
Engine Type - Forced air cooled 4 stroke, SOHC, 2 valve
Cylinder Arrangement - Single Cylinder
Displacement - 113 cubicCM
Bore and Stroke - 50.0 mm x 57.9 mm
Compression Ratio - 8.8:1
Max Horse Power - 6.54 kW (8000 r/min)
Max Torque - 8.62 N-m (7000 r/min)
Starting System - Electric starter and Kick
Lubrication System - Wet sump
Engine Oil Capacity - 0.9 L
Fuel Tank Capacity - 4.8 L
Carburetor - BS25
Ignition System - DC - CDI
Primary / Secondary Reduction Ratio - 3.133 / 3.583
Clutch - Dry, centrifugal automatic, Coil spring
Transmission - V belt automatic
Gear Ratio - 2.399 - 0.829
Frame - Steel tube underbone
Caster Angle / Trail - 25 degree / 112 mm
Tire Sizes - Front - 70/90 16 36P
                  Rear - 80/90 16 43P
Brake Front and Rear - Single Disc / Drum
Suspension Front and Rear - Telescopic Fork / Unit Swing
Headlight - 12v, 25/25w, x2

Yamaha Raider R150

Yamaha Suzuki Motor Raider R150

 Suzuki raider R150 revolutionizes itself as it gives the rider one step closer to riding a true Suzuki GSX-R.
History repeats itself as the new Suzuki Raider emerges far ahead of the competition as the nation's top-class sporty underbone motorcycle, the leader of the pack.

GSX-R INSPIRED DESIGN
Inheriting its design from the GSX-R Lineage, the new Suzuki Raider R150 boasts of a new headlight design, further developing the original GSX-R headlight concept of the previous model. Along with that important features and its new body coolworks, comes with a new seat contour and new muffler design. It comes with the ECO or POWER Mode with a bright shift timing light indicator for that easier shift timing. And the enhanced tachometer backlight improves tachometer visibility.
 
SUPERIOR AND RELIABLE DOUBLE OVER CAMSHAFT, 4 VALVE, 6 SPEED, 150CC ENGINE
It will always give that class-leading speed, power, and torque output because of its advanced engine technology. It is set to give class-leading overall engine performance that will surely stand out and lead the competition.
THE LEADER OF THE PACK, REBORN!

SPECIFICATION

Engine Type - Twincam 4 valve, 4 stroke
Bore X Stroke - 62.0 mm x 48.8 mm
Displacement - 147.3 cc
Compression Ratio - 10.2:1
Carburetor - Mikuni BS 26-187
Ignition - DC - CDI (DIGITAL)
Starting - Electric and Kick
Lubrication - SALCS (Suzuki Advanced Lubrication and Cooling System)
Transmission - Clutch - Hydraulic with Multi Layer Gear - 6 speed constant mesh (1 down 5 up)
Suspension - Front - Telescopic Shock Up Rear - Swingarm with mono shock up
Tires - Front - 70/90 - 17 38P Rear - 80/90 - 17 44P
Brakes / Sizes - Front - Disc Rear - Disc
Fuel Capacity - 4.9L
Overall Length - 1,940 mm
Overall Width - 652 mm
Overall Height - 941 mm
Wheel - Mag Wheel
Ground Clearance - 135 mm
Seat Height - 760 mm
Dry Weight - 106 kg 

 

IT talents in Sweden

For my Swedish readers:

Skill har skickat ut enkäten till studenter vid samtliga svenska lärosäten som har IT-utbildningar. 1140 IT-talanger har besvarat enkäten och det är deras svar som ligger till grund för denna rapport. Av de som har svarat är 20% kvinnor och 80% män. IT-talangerna är 27 år i snitt och åldersspridningen är mellan 19 och 54 år.

Improving quality with well-written requirements

I discussed with a colleague about how to improve specifications and we agreed that one of the actions that would yield quality improvements with very little investment was to educate people in our organisation on how to write good requirements.
Unfortunately such a course is not available internally at Volvo Cars (don't ask me why). But a search found some useful pages that could serve as an introduction:

• The Story of the Paperclip: Writing Good Functional Requirements from StartupCTO
• Writing Good Requirements – The Big Ten Rules from Tyner Blain
• Writing good requirements is a lot like writing good code by Jim Heumann, IBM
• Writing Good Requirements (A Requirements Working Group Information Report)
• SMART Requirements by Mike Mannion and Barry Keepence

Is software engineering immature?

Is software engineering an "immature" engineering discipline? I have often heard this both in presentations and in reading, for example SEMAT states on the homepage:

"Software engineering is gravely hampered today by immature practices."

If I draw parallels between software engineering and civil engineering (arguably the most mature engineering discipline) my spontaneous conclusion was: Yes, software engineering seems to be more like how cathedrals were built in medieval times. The construction of them were based on rules of thumb and the practical skills and experience of architects and stone masons instead of the type of engineering practices taught at universities today. Interestingly enough, one can still see the "successful" cathedrals still standing several centuries later. But it would have been impossible for the architect of  Lund Cathedral to build something like the nearby Turning Torso. So the engineering in civil engineering has certainly "matured".
But where is software engineering failing? Everyone has heard of software projects running over time, over budget or have not been used as intended (or not used at all). But wait a minute! Exactly the same thing is common within civil engineering as well. There are many examples from a single contractor renovating a small house up to world known buildings such as the Sydney Opera House:

"The original cost estimate in 1957 was £3,500,000 ($7 million). The original completion date set by the government was 26 January 1963 (Australia Day).[16] Thus, the project was completed ten years late and over-budget by more than fourteen times."

So in this respect software engineering is as immature as other engineering disciplines.
So what is the fuss about? I agree that there is no consensus in the software community on how to do the equivalence of structural mechanics calculations or stress tests. Are we more hampered by this lack of consensus on how to do engineering tasks than by the difficulty to run large projects, which seem to be common to other engineering disciplines?

Available infotainment platforms

I have previously written about various platforms for infotainment systems. I also had a slide about it in my presentation on Lindholmen Software Development day, where my point was to say that it is possible to use either a commercial platform, such as Windows Embedded Automotive or an open source such as Meego. It is a business decisions which way an OEM wants to go, not a technical.

I have probaly missed some, but here is a list of infotainment platforms available today for an OEM to build an in-vehicle infotainment system on:

• Windows Embedded Automotive, used for example in Ford's Sync.
• QNX Aviage
• Mecel Betula Suite - Automotive Bluetooth Platform
• Meego
• GENIVI, but there is little informaiton about the techical solition on the webiste. They will most likely utilise the Meego platform.
• Harman has an infotainment platform. They recenlty acquired AHA Mobile which probably will be integrated.
• There are alot of notices on using Android for in-vehicle infotainment if one searches the web, but I have not been able to find any open source software based on Android for in-vehicle use.
• Continental's Autolinq seems to be Android-based, but is not open source in the same sense as e.g. Meego, and apps must be approved (by Continental?) to be downloaded.
• Luxoft offers LUXnet, which is also Android-based, but I cannot find any information besides a press release on their homepage.

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