PRESENTATION

AUTOMOTIVE TECHNOLOGY
DJA 2013
NAME

MATRIX NUMBER

MUHAMMAD RIDZUAN BIN

ZUKIFLI

06DAD14F1007

MUHAMAD AFHAM FIRDAUS BIN

SHOHIMI

06DAD14F1011

MUHAMMAD NURFITRI B KAMARUL

ZAMAN

06DAD14F1031

MOHAMAD HELMI BIN SHAMSUL

OTHMAN

06DAD14F1032

Mr. Normizam Bin Halid

Prepare a presentation slide about the

topics given below.

Topic 1 : Ignition System

-Function
-Operation of contact point type ignition system
-Construction and operation of distributorless ignition
system

Topic 2 : Suspension System

-Function
-Explain types of suspension system
1)Wishbone suspension system
2)Mac Pherson Strut suspension system
3)Multilink suspension system
4)Trailing arm suspension system
5)Swing arm suspension system
6)Solid axle suspension system
Distinguish between independent and non-independent suspension
system
-Construction of shock absorber

TOPIC 1 : IGNITION SYSTEM

Function of ignition system

To increase the supply voltage of 6 or 12
volts to 30000 volts.

control the
engine can

timing of the spark so that the

operate at its optimal capacity.

To ignite the compressed air fuel mixture in a

combustion chamber.

Operation of contact point type

ignition system

Operation of contact point

ignition system
When the contact points are closed, the main
circuit is complete. Current will flow from the battery to
the primary coil next to the contact point and down to earth.

The primary coil will become electromagnet and

produce the magnetic field around the primary coil.

The rotation of the cam will cause the contact points to open.
The main circuit will be
disconnected. No more current flows in the circuit and causin
g the magnetic field is in the primary coil to collapse

When the magnetic field collapses, the high voltage is

induced in the secondary coil. These high-voltage will move
to the rotor arm inside the distributor.

Construction and operation of

distributorless ignition system

Construction of distributorless
ignition system

Typical distributorless ignition

schematic.

The major components of a

distributorless ignition are:

ECU

COIL PACK

Magnetic
Triggering Device

ICU

Operation of distributorless
ignition system
The spark plugs are fired directly from the coils. The
spark timing is controlled by an Ignition Control Unit
(ICU) and the Engine Control Unit (ECU). The
distributorless ignition system may have one coil per
cylinder, or one coil for each pair of cylinders.

Engine Control Unit (ECU)

Ignition Control Unit (ICU)

Topic 2 : Suspension System

Function of suspension system

Function of suspension systems are for vehicle's road
holding/handling and braking for good active safety and
driving pleasure, and keeping vehicle occupants
comfortable and a ride quality reasonably well isolated
from road noise, bumps, and vibrations

Type of suspension system

Wishbone suspension
system
Mac Pherson strut
suspension system
Multilink suspension system

Trailing arm suspension

system
Swing arm suspension
system
Solid axle suspension
system

Wishbone suspension system

Wishbone suspension system

In automobiles, a double wishbone (or upper and lower
A-arm) suspension is an independent suspension design
using two (occasionally parallel) wishbone-shaped arms
to locate the wheel. Each wishbone or arm has two
mounting points to the chassis and one joint at the
knuckle. The shock absorber and coil spring mount to
the wishbones to control vertical movement. Double
wishbone designs allow the engineer to carefully control
the motion of the wheel throughout suspension travel,
controlling such parameters as camber angle, caster
angle, toe pattern, roll center height, scrub radius, scuff
and more.

Advantage and disadvantage

Advantage

Disadvantage

provide increasing
negative camber
gain all the way to
full jounce travel

suspension set up
it takes much
longer to service
and is heavier

kinematics of the
suspension can be
tuned easily

it may take more

space and is
slightly more
complex than
other systems

Mac Pherson strut suspension

system

Mac Pherson strut suspension

system
A MacPherson strut uses a wishbone, or a substantial
compression link stabilized by a secondary link, which
provides a bottom mounting point for the hub carrier or
axle of the wheel. This lower arm system provides both
lateral and longitudinal location of the wheel. The upper
part of the hub carrier is rigidly fixed to the bottom of
the outer part of the strut proper; this slides up and
down the inner part of it, which extends upwards directly
to a mounting in the body shell of the vehicle. The line
from the strut's top mount to the bottom ball joint on
the control arm gives the steering axis inclination. The
strut's axis may be angled inwards from the steering
axis at the bottom, to clear the tyre; this makes the
bottom follow an arc when steering.

Advantage and disadvantage

Advantage

Disadvantage

Provide better ride

comfort

it cannot allow
vertical movement of
the wheel

low manufacturing
cost

not generally
considered to give as
good handling as a
double wishbone or
multi-link suspension

Multilink suspension system

Multilink suspension system

A multi-link suspension is a type of vehicle suspension

design typically used in independent suspensions, using
three or more lateral arms, and one or more longitudinal
arms. A wider definition considers any independent
suspensions having three control links or more multi-link
suspensions. These arms do not have to be of equal
length, and may be angled away from their "obvious"
direction. It was first introduced in the late 1960s on
Mercedes-Benz C111, and later on their W201 and W124
series.

Advantage and disadvantage

Advantage

Disadvantage

good ride and good

handling

costly and complex

suspension is able to
move more easily to
conform to the
varying angles of offroad driving

under load can have

an important effect
and must be checked
using a multibody
simulation software

Trailing arm suspension system

Trailing arm suspension system

A trailing-arm suspension, sometimes referred as trailing-link is a
vehicle suspension design in which one or more arms (or "links") are
connected between (and perpendicular to and forward of) the axle
and a pivot point (located on the chassis of a motor vehicle). It is
typically used on the rear axle of a motor vehicle. A leading arm, as
used on the Citron 2CV and the M422 Mighty Mite, has an arm
connected between (and perpendicular to, and to the rear of) the
axle and the chassis. It is used on the front axle.
Trailing-arm designs in live axle setups often use just two or three
links and a Pan hard rod to locate the wheel laterally. A trailing arm
design can also be used in an independent suspension arrangement.
Each wheel hub is located only by a large, roughly triangular arm
that pivots at one point, ahead of the wheel. Seen from the side,
this arm is roughly parallel to the ground, with the angle changing
based on road irregularities. A twist-beam rear suspension is very
similar except that the arms are connected by a beam, used to
locate the wheels and which twists and has an anti-roll effect.

Advantage and disadvantage

Advantages

Disadvantages

All round.

Less refined

Few
weakness

Complicated

Swing arm suspension system

Swing arm suspension system

A swing arm, or "swinging arm" (UK), originally known as a swing fork or
pivoted fork, is the main component of the rear suspension of most modern
motorcycles and ATVs. It is used to hold the rear axle firmly, while pivoting
vertically, to allow the suspension to absorb bumps in the road.
Originally motorcycles had no rear suspension, as their frames were little
more than stronger versions of the classic diamond frame of a bicycle.
Many types of suspension were tried, including Indian's leaf spring
suspended swing arm, and Matchless cantilevered coiled-spring swing arm.
Immediately prior to and after WWII, the plunger suspension, in which the
axle moved up and down two vertical posts, became commonplace. In the
latter, the movement in each direction was against coiled springs.
Some manufacturers, such as Greeves, used swing arm designs for the
front forks, which were more robust than telescopic forks. In particular,
sidecar motocross outfits frequently use swing arm front forks. The swing
arm has also been used for the front suspension of scooters. In this case it
aids in simplifying maintenance. In motorcycles with shaft drive, such as
the Yamaha XJ650 Maxim, the shaft housing forms the left side swing arm.

Solid axle suspension system

Solid axle suspension system

A beam axle, rigid axle or solid axle is a dependent
suspension design, in which a set of wheels is connected
laterally by a single beam or shaft. Beam axles were
once commonly used at the rear wheels of a vehicle, but
historically they have also been used as front axles in
rear-wheel-drive vehicles. In most automobiles, beam
axles have been replaced by front and rear independent
suspensions.

Distinguish between independent

and non-independent suspension
system

INDEPENDENT

NON-INDEPENDENT

Allows one wheel to

Has both the right and
move up and down with
left wheels attached to
a minimum effect on
the same solid axle.
the other wheels.
When one tire hits a
Movement of one wheel
bump in the road, its
does NOT cause direct
upward movement
movement of the wheel
causes a slight upward
on the other side of the
tilt of the other wheel.
car.
Hence, neither wheel is
independent of the
other.

Construction of shock absorber

 A shock absorber (a.k.a. "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. A shock absorber is a type of
dashpot.
Pneumatic and hydraulic shock absorbers are used in
conjunction with cushions and springs. An automobile
shock absorber contains spring-loaded check valves and
orifices to control the flow of oil through an internal
piston
One design consideration, when designing or choosing a
shock absorber, is where that energy will go. In most
shock absorbers, energy is converted to heat inside the
viscous fluid. In hydraulic cylinders, the hydraulic fluid
heats up, while in air cylinders, the hot air is usually
exhausted to the atmosphere. In other types of shock
absorbers, such as electromagnetic types, the dissipated
energy can be stored and used later. In general terms,
shock absorbers help cushion vehicles on uneven roads.

 In a vehicle, shock absorbers reduce the effect of traveling over

rough ground, leading to improved ride quality and vehicle
handling. While shock absorbers serve the purpose of limiting
excessive suspension movement, their intended sole purpose is
to damp spring oscillations. Shock absorbers use valving of oil
and gasses to absorb excess energy from the springs. Spring
rates are chosen by the manufacturer based on the weight of
the vehicle, loaded and unloaded. Some people use shocks to
modify spring rates but this is not the correct use. Along with
hysteresis in the tire itself, they damp the energy stored in the
motion of the unsprung weight up and down. Effective wheel
bounce damping may require tuning shocks to an optimal
resistance.
Spring-based shock absorbers commonly use coil springs or leaf
springs, though torsion bars are used in torsional shocks as well.
Ideal springs alone, however, are not shock absorbers, as
springs only store and do not dissipate or absorb energy.
Vehicles typically employ both hydraulic shock absorbers and
springs or torsion bars. In this combination, "shock absorber"
refers specifically to the hydraulic piston that absorbs and
dissipates vibration.