Bài 1

Rack And Pinion Steering System

The most common steering system, the rack and pinion gets its name from
the two gears it uses, the rack (the linear gear) and the pinion (circular gear). This
system is used in most of the cars and is usually not employed in heavy-duty
vehicles. Its working may appear complex but uses quite simple physics. The
steering wheel has a shaft attached to it and on the other end of the shaft is the
pinion. The pinion is positioned on top of the rack and moves when the steering
wheel is moved. The end of the rack has something called a tie rod. The tie rods
connect to the steering arm which in turn is connected to the wheel hub. Onwards
to the working of rack and pinion. When you rotate the steering wheel the shaft
rotates along with it. This in turn rotates the pinion which is on top of the rack
move linearly moving the tie rod. The tie rod connected to the steering arm then
causes the wheel to turn. The size of the pinion affects how much turning you get.
if the pinion is large in size it means that you'll be getting more turn from less
steering wheel rotation which will make it harder to control. On the other hand,
at smaller pinion means it'll be easier to control but you will need multiple
steering wheel turns to make the car comer.

Recirculating Ball Steering System

The recirculating ball steering system has two gears, the worm gear and the
sector gear. The steering wheel is connected to a threaded shaft which is connected
to a block. The worm gear is quite big and goes through the block
which is threaded in such a way it allows the worm gear inside. This block has
gear teeth outside of it to which the sector gear is connected. This sector gear is
then connected to the pitman arm while the pitman arm is attached to the tie rod.
There are ball bearings inside the block that fill the thread of the worm gear. The
working is simple just like rack and pinion.
When the steering wheel is rotated the shaft connected to the steering rotates
as well. The gear is bolted to not move up and down. This makes the block and the
worm gear rotate, The rotation makes the block move as it is not held down by
anything. The moving block then moves the sector gear which in turn moves the
pitman arm The thread of the worm gear is filled with ball bearings which reduce
Power-assisted rack and pinion friction and prevent the slop in gear.

The power steering adds some more parts to the rack and pinion system
which makes it easier to use, mainly the pump, pressure tubes, rotary control
valve, fluid lines and a hydraulic piston.
The job of the pump is to as you might have guessed, pump the fluid around
when needed. The rotary control valve ensures that the movement of fluid is only
performed when the driver is actually steering the car. The hydraulic piston moves
around depending on which fluid line brings the high-pressure fluid. This piston
movement on the rack makes it easier for the driver as it is applying most of the force
necessary to steer the car. This concludes the brief discussion on how a hydraulic
power steering.
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 Bài 2 (đúng)

Vocabulary:
Keep in contact with
Make contact with
Withstand /wɪðˈstænd/: to be strong enough, or not be changed by
something, or to oppose a person or thing successfully
Sprung mass refers to vehicle parts supported on the springs, such as the
body, frame, and engine. Unsprung mass includes parts of the steering and
suspension not supported by springs, such as wheels, tires, and brake assemblies.
The suspension system isolates the body from road shocks and vibrations
which would otherwise be transferred to the passengers and load.
It also must keep the tires in contact with the road. When a tire hits an
obstruction cản trở, there is a reaction force. The size of this reaction force depends
on the unsprung mass at each wheel assembly.
The sprung mass is that part of the vehicle supported by the springs - such as
the body, the frame, the engine, and associated parts.
Unsprung mass includes the components that follow the road contours,
such as wheels, tires, brake assemblies, and any part of the and steering suspension
not supported by the springs.
Vehicle ride and handling can be improved by keeping unsprung mass as low
as possible. When large and heavy wheel assemblies encounter a bump or pothole,
they experience a larger reaction force, sometimes large enough to make the tire lose
contact with the road surface.
Wheel and brake units that are small, and light, follow road contours
without a large effect on the rest of the vehicle. At the same time, a suspension
system must be strong enough to withstand loads imposed by vehicle mass during
cornering accelerating braking, and uneven road surfaces.
wheel performance
 Bài 3 (đúng)
The antilock braking system controls braking force by controlling the
hydraulic pressure off the braking system, so that the wheel lock during braking.
Braking force and the tendency (Khuynh hướng) of the wheels to lock up
are affected by a combination of factors such as the friction coefficient of the
road surface and the difference between the vehicle speed and the road wheel
speed. The ABS prevents the road wheels from locking up during heavy braking
by controlling the vehicle's brake system hydraulic pressure.
During normal braking, as the rotational speed of the wheel falls, no
electric current flows from the ECU to the hydraulic unit. The solenoid valve is
not energized. The brake master cylinder hydraulic pressure is applied to the
brake unit, and the ABS is not involved. However, even though the ABS is
passive during normal braking, its control module is constantly monitoring for
rapid deceleration of any of the wheels.
If a wheel-speed sensor signals severe wheel deceleration - which means the
wheel is likely to lock up - the ECU sends a current to the hydraulic unit. This
energizes the solenoid valve. The action of the valve isolates the brake circuit from
the master cylinder. This stops the braking pressure at that wheel from rising, and
keeps it constant.
If the sensors signal the wheel is still decelerating too rapidly, the ECU sends
a larger current to the hydraulic unit. The armature moves even further and opens the
valve. It opens a passage from the brake circuit. Brake fluid is sent from the brake
circuit back to the master cylinder. Pressure in the brake caliper circuit is reduced so
that the wheel is braked less heavily.
If the wheel sensors indicate that lowering the brake pressure is letting the
wheel accelerate again, the ECU stops sending current to the hydraulic unit and de
energizes the solenoid valve. This lets the pressure increase, so that the wheel is
again decelerated.
This cycle signals itself about four to six times per second It is normal in an
ABS for the valves in the hydraulic control unit to keep changing position as they
change (modulate điều chỉnh) the brake pressure that's being increased
(applied). These changes in position may cause rapid pulsations to be felt through the
brake pedal.
solenoid decelerated
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 Bài 4 dung
In a conventional four-wheel drive vehicle, propeller shafts (drive shaft)
connect a transfer case at the rear of the transmission to final drive units on both front
and rear axles.
Vehicles with part-time four wheel drive are designed for optional off road
use. Four wheel drive can be selected for abnormal (Bất thường) surfaces and
disconnected for normal road surfaces. In this application, the engine and
transmission are mounted longitudinally at the front. Propeller shafts connect a
transfer case, which is attached to the rear of the transmission, to final drive units
on both front and rear axles. The beam type axle housings enclose the crown
wheel and pinion and differential gears, and the offset propeller shafts mean the
drive is connected through short and long axle shafts to the driving wheels.
Steering is catered for by mounting the front wheel hubs on large ball swivels,
attached to the ends of the axle housing. Universal joints are incorporated in the
front axle shafts. The transfer case lets the driver select either two-wheel-drive
or four-wheel-drive in high range, or four-wheel drive in low range. A neutral
position allows an accessory, such as a cable winch, to be driven from use. power
transmitted gear on the transmission output shaft. When four wheel drive is
engaged, the front and rear propeller shafts are locked together and driven at the
a same speed. Drive is transmitted to front and rear final drive units
simultaneously.
take-off selected
Vocabulary:
The drive shaft (also called propeller shaft or prop shaft): a component of the
drive train in a vehicle, with the purpose of delivering torque from the transmission
to the differential, which then transmits this torque to the wheels in order to move the
vehicle.
 Bài 5 Đúng
While the driver plays an active role in the operation of a vehicle with a manual
transmission, in an automatic transmission the driver simply selects D on the
shifter and the car does all hard work. Using fluid pressure, the vehicle
automatically completes gear changes on its own. The heart of the automatic
transmission is the planetary gear set. This part is responsible for creating the
different gear ratios that the transmission uses.
Providing the pressure necessary to activate the bands and clutches that
determines what gear the vehicle should be in is automatic transmission fluid.
This fluid not only cools and lubricates the moving parts of the transmission but
it helps drive the vehicle.
A torque converter is attached to the drivetrain which acts like a clutch on a manual
transmission. Fluid is used to lock and unlock planetary gears to shift between gear
rations. This shifting happens automatically, the driver doesn't have to do anything
Which transmission type to get in your next vehicle really comes down to
preference; select the transmission type that fits your needs. If you do a lot city
driving, an automatic may be easier to maneuver through stop and go traffic than
a standard transmission. However, if performance and the driving experience matters
to you, you might want to consider a manual. Another Factor to keep in mind is if
there'll be other people driving the vehicle. If they aren't up for driving a stick shift,
you'll need to stick with an automatic.
drives issue
link bài:
 Bài 6 đúng
Hydraulically operated friction brakes use two kinds of wheel brake units. Drum
brakes have a drum attached to the wheel hub and rotate with the tire. Braking occurs
by means of stationary brake shoes expanding agains the inside of the drum, which
creates friction and slows.the vehicle. Disc brakes have a disc brake rotor attached to
the wheel hub and rotate with the tire. The braking occurs by means of stationary
pads clamping against the outside of the rotor, creating friction to slow the vehicle.
On light vehicles, both of these systems are hydraulically operated, meaning they use
hydraulic fluid to transfer the force from the brake lining .The brake pedal operates a
master cylinder. Hydraulic lines and hoses connect the master cylinder to the wheel
brake units. Disc brakes require greater force to operate than drum brakes and usually
include a power brake booster to assist the driver by increasing the force applied to
the master cylinder when the brake is operated. Modern drum and disc brake systems
are regularly fitted with an ABS that monitors the speed of each wheel and prevents
wheel lockup or skidding, no matter how hard brakes are applied or how slippery the
road surface .This allows the driver to better maintain directional control of the
vehicle. ABS also generally reduces stopping distances.The system consists of a
brake pedal, power booster, master cylinder, wheel speed sensors, the electronic
control unit (ECU), and the hydraulic control unit, also called a hydraulic modulator.
driver
wheel speed sensor drum
 Bài 7.1 (đúng)
The dynamic analysis of motor vehicles is typically divided into three domains
corresponding to the vehicle's three translational degrees of freedom. The
investigation of motion in the vehicle's longitudinal direction, such as braking or
acceleration, is referred to as longitudinal dynamics. The objects of interest in
longitudinal dynamics are mainly the vehicle's driving resistances and the power and
energy required by the powertrain to overcome them. Investigations of vehicle
longitudinal dynamics typically also consider the braking and traction properties of
the wheels on various surfaces and under varied conditions.
The second translational degree of freedom, in the direction transverse to the
longitudinal direction, is the main topic of discussions concerning vehicle Lateral
dynamics. This domain of vehicle dynamics is chiefly concerned with motions that
affect vehicle dynamic stability, cornering, and road holding. These motions play a
significant role for today's automotive engineers during the design of driver
assistance systems and vehicle dynamic control systems. The main focus for the
design of such systems is the coordination of interactions between chassis and
suspension components and parameters such as the tires, springs, suspension
kinematics and elastokinematics.
The third domain of vehicle dynamics, vertical dynamics, is concerned with
vehicle motion in the vertical direction. Vertical dynamics is mainly concerned
with the tuning of springs and dampers. The goal of vertical dynamics is to
minimize the vertical acceleration of the vehicle's body. This not only provides a
better ride and increased comfort for the vehicle's occupants, but also reduces
dynamic force changes at the wheels, thereby improving safety.
require velocity

Tracnghiem:
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 Bài 7
(đúng)
Drag and drop: Because of the need to comply with exhaust emissions regulations
(quy định) , the modern gasoline engine requires a fuel system of extreme accuracy
and long-term reliability. A correctly matched air-fuel ratio must be available at all
times, and under all conditions. This is satisfactorily achieved by electronic fuel
injection. EFI is a pressurized, indirect-injection system, which uses solenoid-
operated injectors (kim phun hoạt động bằng điện từ) with a fixed orifice. When they
are energized, fuel passes through the injector body. One injector is located in each
intake port manifold runner, or pipe, adjacent (liền kề) to each cylinder. This
arrangement is called a multi-point system. An electronic control unit, or ECU, opens
the injectors by pulsing their electrical current. They spray fuel into each intake port,
directly in front of each intake valve.
Fuel leaving the nozzle is atomized, and it mixes with the air also entering the
system, to form a combustible mixture. Fuel pressure is kept at a constant value
above manifold pressure, so the amount of fuel injected is determined only by the
length of time the injector is held fuel pressure regulator by the ECU. This is
called the pulse width of the injector.
intake open
 Bài 8
(đúng)
Drag and Drop: Air cooled engines with multi cylinders, especially under a bonnet,
must have some form of fan cooling and ducting. This is to make sure all cylinders
are cooled evenly. The cylinders and cylinder heads are finned. Hotter areas, such as
near the exhaust ports on the cylinders, have bigger fins. Fan blown air is directed by
a metal cowling so it stays close to the finned areas. Air flow is controller by a
thermostatically controlled flap. When the engine is warming up, the flap is closed to
restrict the movement of air. When the engine reaches its operating temperature, the
flap opens and allows the air to flow over the engine. The large cooling fan is driven
from the engine by a belt . This belt must not be allowed to slip or break, because
serious damage will occur. Regular servicing is important.
The main parts of a water cooling system are as follows: water jacket, water pump,
thermostat, radiator, cooling fan. Water cooled engines work by surrounding the hot
areas inside the engine with a water jacket. The water takes on heat from the engine
and, as it circulates through the radiator, gives it off to the atmosphere. The heat
concentrates around the top of the engine, so a water pump is needed to ensure
proper circulation. When the thermostat is open, the water pump circulates water
through the radiator and around the engine. When
the thermostat is closed, water circulates only round the engine and not through the
radiator. Forcing water around the engine prevents vapour pockets forming in very
hot areas. Water circulation is assisted by the thermo-siphon action as the water is
heated, it rises and moves to the top of the radiator. This pushes down on the colder
water underneath, which moves into the engine. This water is heated, rises and so on.
controlled water pump
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 Bài 9 dung
The ECU is a micro-computer. It is constructed from printed circuitry, and contains a
large number of electrical components, including many semiconductor (chất bán
dẫn) devices.
Its input devices receive data as electrical signals. They come from sensors and
components at various locations around the engine. Its processing unit compares
incoming data with data stored in a memory unit. The memory unit contains basic
data about how the engine is to operate . And an output device pulses the electrical
circuit of the solenoid-type injection valves. It is normally located in a safe place,
behind a kick-panel in the foot-well Choã ñeå chaân., under the passenger seat, or in
the boot (Ngaên ñaët aéc quy), and connected by a multi-plug, or plugs, to the
vehicle's wiring harness (Buoái (boù) daây ñieän). The core function of a basic ECU
in an EFI system is to control the pulse width (độ rộng xung) of the injector. More
sophisticated models also control other functions such as idle speed, ignition timing,
and the fuel pump. These wider systems are called engine management systems. The
more precise control they allow is very effective in reducing fuel consumption and
exhaust emissions.
The ECU adjusts quickly to changing conditions by using what are called
programmed characteristic version, stored in the memory unit. They are programmed
into the ECU, just as data is programmed into a computer. Characteristics means the
engine's operating conditions. And they are called maps because they map all of the
operating conditions for the engine.
Maps reduce
 Bài 10 dungs
The ignition system provides a spark between the spark plug electrodes. The spark
must occur at precisely the right time in the engine cycle, and it must have
sufficient energy to bridge the gap and ignite the air-fuel mixture under all
operating conditions. The energy required can be obtained from the vehicle's
electrical system, but the nominal battery voltage of 12 volts must be increased
or "stepped up" to provide a firing voltage of many thousands of volts. This high
firing voltage causes the spark gap to become electrically conductive, enabling
an ignition spark to occur. It must have sufficient heat energy to ignite the mixture
so that it can continue to burn by itself Exactly how much energy is required
varies according to the condition of the mixture, and the pressure in the cylinder
at the end of the compression stroke.
With an engine at normal operating temperature, and under a light load, a mixture
with a ratio close to the ideal of 14.7:1 ignites readily. However, suddenly depressing
the accelerator to increase speed, or to maintain speed when hill- climbing, causes
cylinder pressures to rise. This increases the firing voltage needed.
Most light vehicle ignition systems are of the inductive type: they use an induction
coil with primary and secondary windings to "stepup" the nominal 12 volts at the
battery to the required firing voltage.
Firing itself depressing
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 Bài 11 đúng
Drag and Drop: A 'stroke' is the movement of the piston from top dead center' (TDC)
to 'bottom dead center' (BDC), or the other way round, from BDC to TDC. A 4-
stroke engine has four strokes. They are intake, compression, power, and exhaust.
A 4-stroke gasoline engine uses internal combustion, meaning that the heat that
causes the air in the cylinder to expand is generated inside the cylinder. By
comparison, a steam engine produces its heat in a furnace and boiler outside the
engine cylinder so it is an external combustion engine. The four strokes must include
the five key events common to all internal combustion engines - Intake,
Compression, Ignition, Power, & Exhaust. Intake: Taking in air-fuel mixture The
intake stroke starts with the exhaust valve closed, the inlet valve opening, and the
piston at its highest point , top dead center. As it moves down, it increases the
volume above the top of the piston. This makes pressure inside the cylinder lower
than the pressure outside . This higher outside air pressure forces the air-fuel mixture
into the cylinder. The piston reaches bottom dead center, the inlet valve closes, and
the intake stroke ends. Compression: Squeezing the air-fuel mixture into a smaller
volume Ignition and Power: Burning the air-fuel mixture and forcing the piston down
Exhaust: Getting rid of the burnt gases
Above 4-stroke
 Bài 12 dung
The five events of an internal combustion engine are intake, Compression,
Ignition, Power, and Exhaust. In a 4-stroke gasoline engine, the crankshaft does
two revolutions in each engine cycle. Only one of its 4-strokes delivers energy
to the crankshaft.
This is a cylinder for a 4-stroke Petrol/Gasoline engine. The first step is to get the air-
fuel mixture into the chamber. Mixture enters through an inlet port that is opened and
closed by an inlet valve This is called intake
Next is compression. The piston compresses the air-fuel mixture into a smaller
volume. A spark across the electrodes of a spark plug ignites it, and it burns. This
burning is called combustion. The burning gases expand rapidly and push the
piston down the cylinder until it reaches
bottom dead center.
The reciprocating action of the piston turns into the rotary motion of the crankshaft
The crankshaft forces the piston back up the cylinder, pushing leftover gases out
past an exhaust valve. And everything is back where it started, ready to repeat the
whole process. The whole process is a cycle.
Pressure
 Bài 13 dungs
The charging system recharges the battery and supplies electrical energy to all
the electrical components in the vehicle The main parts of the charging system
include the battery, the alternator, the voltage regulator, which is usually integral
(không thể thiếu) to the alternator, a charge warning, or indicator light and wiring
that completes the circuits. The battery stores an electrical charge and provides
the electrical energy for starting.
Then, once the engine is running, the alternator - which is connected to the engine
via a drive belt-converts some of the mechanical energy of the engine into electrical
energy to supply all the electrical components of the vehicle.
The alternator also charges the battery to replace the energy used to start the engine.
The voltage regulator prevents over-charging
Starter wiring
 Bài 14 đúng
Drag and Drop: The 4-stroke diesel engine operates with the five events common to
all internal combustion engines Intake, Compression, Ignition, Power and Exhaust.
This is one cylinder of a 4-stroke diesel engine. This model uses what is called direct
injection. It is an internal combustion engine, with the five events common to all
internal combustion engines. Let's see how they happen in diesel engines. Unlike the
gasoline engine, air alone enters the cylinder on the precombustion chamber.
Compression, forcing the air into a small volume. This compression heats the air. At
the end of this stroke, diesel engine fuel is injected into the combustion chamber.
Ignition burning the mixture. It is just the heat of the compressed air that ignites the
fuel. That's why diesels are called compression ignition engines. Power, where
energy released from combustion generates the force to turn the crankshaft.
And Exhaust removing leftover gases
 Bài 15 dungs
The purpose of the ignition system is to ignite the air/fuel mixture in the
combustion chamber at the proper time. In order to maximize engine output
efficiency, the air/fuel mixture must be ignited so that the maximum combustion
pressure appears about 10 after Top Dead Center (TDC). The required ignition
timing depends on the engine speed, the mixture etc. The main input signals
required for the ignition timing control are Throttle position sensor, MAF or MAP
sensor input, engine coolant temperature sensor, crankshaft position sensor,
ignition switch, camshaft position sensor, the knock sensor Based on the inputs
the control unit sends the ignition timing signal (IGT) to the igniter (power
transistor) When the IGT signal goes off, the igniter will turn on and shut off
primary current in the ignition coil which then produces a high voltage spark.
ignition coil distributor
 Bài 16 đúng
An injector is a metering valve which can be controlled by the ECM. They consist
mainly of the injector housing the injector nozzle and the solenoid. The nozzle is
opened or closed in response to the solenoid, which is activated, deactivated by
the ECM. One terminal of the solenoid coil is supplied with power as long as the
ignition is switched on. This is done either directly or via the MFI main relay.
The second terminal of the coil is grounded via the ECM. When the ECM driver
circuit turns on, current flows to ground through the injector solenoid coil. The
magnetic field causes the injector to open against spring tension. When the ECM
driver circuit tums off the spring closes the injector valve. As an injector needs
to fulfill the following criteria : precise fuel, flow rate, good linearity, wide active
spray, good spray characteristics, no leakage, low noise and durability many
different types are available to cope with the different needs of the different
engines. A typical sample for this are the different amount of spray holes, the
different shapes of the spray fuel. When installing injectors always use new O
rings to avoid leakage and make sure that they are installed correctly in the rail
and the manifold
Patterns range
 DIFFERENCE BETWEEN GASOLINE ENGINE AND DIESEL
ENGINE
For gasoline engines, the intake stroke generally involves pulling (1) air
into the combustion chamber. At this point, a diesel engine is only pulling in
(2)air . Next is compression, where both engine types squeeze down the air into a
small pocket. Ignition is controlled separately for each fuel type. Gasoline
engines use a (3)spark plug to time and start the power stroke. This small (4) arc
of electricity ignites the air fuel mixture and the powerful blast forces the piston
down, churning out that highly craved horsepower. A diesel engine, on the other
hand, only has a pocket full of hot air before the power stroke. As the piston
approaches the top of its compression stroke, the air is hot (5)injected from being
squeezed down so small that when diesel fuel is injected, it immediately ignites.
Thus, the timing of ignition for diesel engines is driven by the (6) fuel
injectors. Both engine types function similarly for the exhaust stroke, where a
valve (7) opens up and the piston forces the spent fumes out of the cylinder.
Another diesel efficiency benefit comes from the lack of a (8) throttle body. When
you press the accelerator pedal a gasoline vehicle, this opens a valve in your
engine’s intake, allowing more air to enter the engine, and thus create more
(9)power. The engine’s computer realizes it needs to inject more fuel for the
additional air, but you can think of the accelerator pedal as an “air pedal” in this
case. For diesel engines, a throttle valve is not necessary. In this case, the
accelerator pedal regulates how much fuel is (10)injected. The throttle body used
in gasoline engines acts as a restriction, especially when the throttle is only
partially open, and this is part of the reason why diesel vehicles have better fuel
economy in low load scenarios.
/ arc / throttle body / enough / air / injected / fuel injectors /
spark plug / power / air and fuel / opens /
 In some respects, diesel and gasoline engines are the same. They are both
internal combustion engines that convert the (1) chemical energy available in fuel to
mechanical energy that powers a vehicle. This is done through a series of small
(2)explosions or “combustion.”
However, while they are both (3)classified as internal combustion engines,
diesel and gasoline engines are very different in the way they convert fuel into
mechanical energy. In (4)gasoline engines, fuel is mixed with air, compressed by
pistons and ignited by sparks from spark plugs. This is how gasoline engines create
the tiny explosions needed to convert chemical energy into mechanical energy. In a
diesel engine, the air is (5)compressed first and then the fuel is injected. Because air
heats up when it’s compressed, the fuel in a diesel engine ignites and causes the
combustions needed to power a vehicle.
So the main difference is that diesel engines do not use (6)spark plugs.
Rather, a diesel engine takes in air and compresses it, and then injects the fuel
directly into the combustion chamber. The heat of the compressed air lights the
fuel in a diesel engine rather than a spark plug. Compression ratio of diesel engine
is much (7)higher than gasoline engine. Diesel has a bad (8)reputation because it
doesn’t burn as clean as gasoline. Moreover diesel engines require less
maintenance and more durable. Diesel engines (9)emit a lot of black smoke and
coal dust. On the other hand, diesel engine use (10)less fuel and safer than
gasoline engines.

/ higher / compressed / reputation / spark plugs / gasoline / emit /

explosions / less / classified / / chemical energy /
 Air and fuel enter the small engine through the carburetor. It’s the job of the
carburetor to supply a (1) mixture of air and fuel that will allow for proper combustion.
During the intake stroke, the intake valve between the carburetor and combustion
chamber opens. This allows atmospheric pressure to (2)force the air-fuel mixture
into the cylinder bore as the piston moves downward.
Just after the piston moves to the bottom of its travel (bottom dead center),
the cylinder bore contains the maximum air-fuel mixture possible. The intake valve
closes and the piston returns back up the cylinder bore. This is called
the compression stroke of the 4-stroke engine process. The air-fuel mixture is
(3)compressed between the piston and cylinder head.
When the piston reaches the top of its travel (top dead center), it will be at its
(4)optimum point to ignite the fuel to get maximize power to your outdoor power
equipment. A very high voltage is (5)created in the ignition coil. The spark
plug enables this high voltage to be discharged into the combustion chamber. The
heat created by the spark ignites the gases, creating rapidly (6)expanding, super-
heated gases that force the piston back down the cylinder bore. This is called the
power stroke.
When the piston reaches bottom dead center again, the exhaust valve opens. As
the piston travels back up the cylinder bore, it forces the (7)spent combustion
gases through the exhaust valve and out of the exhaust systems. As the piston returns to
top dead center, the exhaust valve closes and the intake valve opens and the 4 - stroke
engine process repeat.
Ever repetition of the cycle (8)requires two full rotations of the crankshaft, while
the engine only creates power during one of the four strokes. To keep the machine
running, it needs the small engine (9) flywheel. The power stroke creates momentum
that pushes the flywheel’s (10)inertia keeps it and the crankshaft turning during the
exhaust, intake and compression strokes.

/ compressed / inertia / spent / requires / optimum / flywheel /

expanding / mixture / created / force /
Diesel engines, like gasoline-burning units, are internal combustion engines (ICE).
That means fuel is mixed with air as it goes into the engine and that mixture is
compressed (1)intermally 1, inside the engine’s cylinders. At some point, the fuel ignites
(combusts), driving a piston down and turning the (2) crankshaft , which is
connected to the vehicle’s transmission and ultimately turns the wheels. The piston
then moves up in the cylinder, pushing the (3) burnt gases out of the engine and out
the tailpipe as exhaust. This cycle repeats several times per second.
The (4) more cylinders an engine has, the smoother it tends to run and the more
power it can make since the combustion events occur very close together. The more
cylinders an engine has, however, the more complex and mechanically inefficient
the engine becomes. How the cylinders are configured also has a bearing on
performance, vibration, and other factors. That’s true for both gas and diesel engines.
Where diesel and gas engines diverge is how the fuel is ignited inside the engine. In
a gas engine, the air and fuel are compressed and, at a critical point in the timing of
the cycle, a spark plug ignites the (5)mixture . But in a diesel engine, there are no spark
plugs. When diesel fuel and air are squeezed enough, the extreme compression
generates (6)enough heat that the mixture spontaneously combusts. This is known
as “compression ignition,” and it’s the basis of how a diesel engine works. When a
gasoline engine has compression ignition, we often call it “knock,” and it can
(7)ruin the engine. Diesel engines are built to take advantage of it.

/ burnt / ruin / enough / crankshaft / mixture / more / internally

/
 Currently, most cars on the market use the four-stroke combustion cycle. The four
strokes in the Oto cycle are the intake stroke, the compression stroke, the combustion
stroke and the exhaust stroke. The intake stroke is considered the first process of a 4-stroke
engine. When the crankshaft rotates, through the connecting rod the piston moves from
top to bottom. The intake valve is open and the exhaust valve is closed. When the piston
moves downward, air and fuel from outside enter the engine cylinder through the (1)
due to the pressure difference between the outside and inside of the cylinder. When the
piston from the bottom dead center goes up, the intake stroke ends and the compression
stroke begins, at this time the intake valve closes, the exhaust valve continues to close.
The rotation of the crankshaft causes the piston to rise to the top dead center,
(2)compressing the air and fuel mixture in the cylinder.
Compression is an important process. When the compression pressure is higher, the
pressure generated in the combustion process is greater, the engine power is larger and the
engine is (3) . As the piston approaches top dead center at the end of the compression
stroke. In this stage, (4) or a spark ignites the mixture in the cylinder. During
combustion, the gas in the cylinder expands (5) and creates a very high pressure on the
top of the piston. The downward movement of the piston causes the crankshaft to rotate to
(6) _ work. During this process the intake and exhaust valves remain closed.
When the piston is near the bottom dead center, the intake valve is still closed and
the exhaust valve is open, the combustion gas from the cylinder (7)_ to the outside
due to the difference in pressure inside the cylinder and the environment. When the piston
reaches the (8)_ , the rotation of the crankshaft causes the piston to move up, the piston
head pushes the combustible gas into the (9)__ through the exhaust valve. As the piston
passes through the dead center on the intake, the second (10) _ continues.

/ escapes / atmosphere / top dead center / bottom dead center / generate

/ cycle / compressing / intake valve / heat / rapidly / fuel-efficient /
The charging system is a vehicle's system that functions to charge the battery and
became an electric current supplier to the entire electrical system when the engine is
running. All-electric systems in a car require electricity to work optimally, and the
charging system provides all the electric current demands. The charging system's first
function is to supply large amounts of electric current when the engine starts. As
previously explained the battery can store the electric current generated by the
alternator when the engine is running. When the engine does not work (turns off), all
electricity needs are supplied by the battery. The electric current stored in this battery
can start the engine by activating the motor starter component. The motor starter
component requires a very large amount of electric current when used to rotate the
engine. Some of the electric currents use to activate the EFI system, including the
engine computer and its sensors After the engine starts and runs, the battery will
charge to store the alternator's electric currents.
The second function of the charging system is to provide electric current during
engine running and peak loads. When operating a regular engine with standard
electric current requirements, this role will carry out only by the alternator, which
functions as a power generator. The alternator will supply all the electric current
needed to the vehicle while the engine is running. When the engine electrical
operation is entering the peak load condition, which is where all the electrical
components in the car are turned ON (for example at night when all the lights are
turned on, and the car AC system is working), the alternator and the battery together
provide the electric current for all electrical components in the vehicle. The function
of the third charging system is to charge and store the electric charge in the battery.
Yes, the battery is used in the charging system to store the current and electric charge
generated by the alternator while the engine is running. So, as long as the engine is
running and rotating, the alternator will work to supply electric current to all
electrical components in the car and charge the electric charge into the battery. So as
long as the engine alternator is working, the battery
will get a supply of electric current from the alternator which will be stored into the
battery and used when the alternator is not working. For example, when the engine is
off, the alternator cannot provide an electric current. Therefore the battery will
replace the alternator's role as a source of electric current in the vehicle so that the
supply of electric current remains available even though the alternator is not
working.

The leaf spring is usually made up of a number of leaves of different length. The top
or longest leaf, is normally referred to as the main leaf. The front of the
leaf spring is attached to the chassis at the rigid spring hanger. This spring eye is
bushed with either rubber bushes or, in the case of heavy vehicles steel bushes. The
axle housing is rigid between each road wheel. This means that any deflection to one
side is transmitted to the other side. The swinging shackle allows for suspension
movement by allowing the spring to extend or reduce in length, as the vehicle moves
over uneven ground. The top of the shock absorber is attached to the chassis and to
the spring pad at the bottom. It is a direct-acting shock absorber. The U-bolts attach
the axle housing to the leaf spring. They have a clamping force that helps to keep the
leaf spring together. Leaf springs are usually made of tempered steel. They hold the
axle in position, both laterally and longitudinally.
The cylinder head attaches to the cylinder block. A gasket makes a seal between
them. Some cylinder blocks have Oil sump to carry oil and coolant. This section
looks at major components of the 4-stroke and 2-stroke petrol engine. Because
they operate on similar principles, many of their components are similar too. For
example, their engine blocks both operate under working conditions of very high
pressures and temperature .and new designs and Materials make them work more
efficiently are always being tested. Many vehicles still use cast iron, but some
have Aluminum alloy blocks. The main gain is a saving in weight. Aluminum
alloys can be made as strong as cast iron, but they are Lighter This is also true
for cylinder heads.
Combustion chambers in the cylinder head come in many different Designs
To help hold in the extreme heat and pressure of combustion a seal is made between
the block and cylinder head by a Head gasket
1. The 4-stroke petrol engine has other passages cast into the head to carry oil for
Lubrication and Coolant for cooling.
 Both gasoline and diesel fuel are derived from crude oil. The most apparent
physical difference between the two fuels is that diesel is (1)__heavier___ and more
oily. There are other differences between the two fuels that affect the fuel economy they
provide.
While both diesel and gasoline engines use internal combustion, they burn fuel
differently. Gasoline engines use a spark plug to (2) ignite the gas, which in turn drives
the pistons and ultimately the vehicle. Diesel engines use compressed air, (3) heated to
over 1000 degrees fahrenheit, to ignite the fuel. This difference in the engine design plays a
big part in the fuel economy of both kinds of fuel.
Gasoline engines are the ride of choice for most consumers in the United States.
The cost of gas at the pump has been lower than its counterpart fuel for the past few
years. Vehicles that use gasoline are (4)lighter than vehicles that use diesel fuel. Older
diesel engines are (5) noisy, expend a lot of exhaust, and vehicles that use these engines
cost significantly more than those that use gas. This difference is partly due to these engines
being used in heavy equipment, industrial trucks, and larger pick-up trucks.
Gasoline engines allow for (6)better acceleration than their diesel counterparts.
However, the compression design of the diesel engine makes it the choice for anyone who
wants the power to tow (7)heavy loads . Diesel engines are heavier than their gasoline
counterparts, but they are more efficient. The difference in weight decreases the diesel
engine’s effective efficiency and fuel economy.
Newer diesel engines are much lighter than their older engines. These machines
have a lower compression level, which reduces the need for heavy (8) engine block and
rugged
accessories necessary on older models. The lighter vehicle components translate to less
(9)weight overall, which only enhances the fuel economy of the engine. New engine designs
have also cut back on the (10)emissions of their fuel. In fact, many newer diesels have a
better emissions profile similar to, or even better than, a newer gasoline burning vehicle.

/ engine blocks / heavy loads / emissions / heated / heavier /

lighter / better / weight / noisy / ignite /