Autotronics Services

تقدم نقابة المهندسين الأردنيين العديد من الخدمات لمنتسبيها
و تهتم أيضا بتعزيز هذه الخدمات ل

كونوا بالقرب للمزيد من التفاصيل عن الخدمات النقابية للمهندسين الشباب :)

على عكس الاعتقاد الشائع؛ هل تعلم أن السيارت الهجينة يتم استهلاكها بشكل أقل من السيارات الأخرى وذلك يزيد من قيمة إعادة بيع هذه السيارت!!!
هل تريد معرفة المزيد؟؟

إذا كنت تمتلك أو تنوي امتلاك سيارة هجينة او اذا كنت تواجه بعض المشاكل في سيارتك مثل ظهور رموز لا تعرف سبب ظهورها على تابلو السيارة و أشياء من هذا القبيل.

من المؤكد أنه سيهمك حضور الورشة التي تنظمها عن هذا الموضوع والتي سيلقيها المبدع في هذا المجال المهندس Waleed Al-Ameer
وذلك يوم السبت 24/12 الساعة الخامسة مساءا في قاعة الزهراء/مجمع النقابات المهنية/ الشميساني .

محاور الورشة:
- التعريف بنظام السيارات الهجينة
-نظام التحكم في السيارات الهجينة
-البطارية وكهرباء السيارة
-محرك الاحتراق الداخلي في السيارات الهجينة
-تعريف بنظام الكوابح
-فحص ال (Inverter )
-نصائح لمستخدمي السيارات الهجينة

رابط التسجيل
https://goo.gl/pKFmlo

Air-Conditioning Cycle:
The refrigerant flows into the condenser. The condenser has numerous cooling fins in which the v***r is pumped. In the condenser the high pressure v***r condenses into a high pressure liquid.

This is achieved by reducing the temperature from, for example, 80°C to below 57°C which is the refrigerant’s boiling point.
This is achieved by forcing air over the surface of the condenser enabling heat to transfer from the refrigerant to the outside air thus reducing its temperature (sub cooled). Only refrigerant in the form of a high pressure sub cooled liquid leaves the bottom of the condenser outlet.

The sub cooled liquid refrigerant flows into the receiver drier which stores, dries and filters the liquid refrigerant. The sub cooled liquid refrigerant then flows from the receiver drier to the expansion valve which then changes the refrigerant into low pressure, low temperature liquid/v***r.

This is achieved by lowering the pressure using a variable or***ce. The or***ce has high pressure one side (from the receiver drier) and low pressure the other (ev***rator and compressor) and allows a small quantity of refrigerant to flow through it.
The sudden drop in pressure and temperature causes some of the refrigerant to v***rize which is called a flash gas. The low pressure low temperature liquid/v***r then flows to the ev***rator where the heat is transferred from its surface to the refrigerant through v***rization.

The heat comes from either inside (recycled air) or outside (fresh intake of air) the vehicle and is blown over the ev***rator’s surface. Once the refrigerant has completely v***rized and reached its saturation point it should still be able to carry more heat.
The refrigerant continues to flow through the remainder of the ev***rator coils absorbing more heat and becoming slightly superheated. The low pressure low temperature slightly superheated v***r refrigerant flows to the compressor and the cycle repeats itself.

Cooling System
A car engine produces a lot of heat when it is running, and must be cooled continuously to avoid engine damage.
Generally this is done by circulating coolant liquid usually water mixed with an antifreeze solution through special cooling passages. Some engines are cooled by air flowing over finned cylinder casings.
A water-cooled engine block and cylinder head have interconnected coolant channels running through them. At the top of the cylinder head all the channels converge to a single outlet.
A pump, driven by a pulley and belt from the crankshaft, drives hot coolant out of the engine to the radiator, which is a form of heat exchanger.
Unwanted heat is passed from the radiator into the air stream, and the cooled liquid then returns to an inlet at the bottom of the block and flows back into the channels again.
Usually the pump sends coolant up through the engine and down through the radiator, taking advantage of the fact that hot water expands, becomes lighter and rises above cool water when heated. Its natural tendency is to flow upwards, and the pump assists circulation.
The radiator is linked to the engine by rubber hoses, and has a top and bottom tank connected by a core a bank of many fine tubes.
The tubes pass through holes in a stack of thin sheet-metal fins, so that the core has a very large surface area and can lose heat rapidly to the cooler air passing through it.
On older cars the tubes run vertically, but modern, low-fronted cars have cross flow radiators with tubes that run from side to side.
In an engine at its ordinary working temperature, the coolant is only just below normal boiling point.
The risk of boiling is avoided by increasing the pressure in the system, which raises the boiling point.
The extra pressure is limited by the radiator cap, which has a pressure valve in it. Excessive pressure opens the valve, and coolant flows out through an overflow pipe.
In a cooling system of this type there is a continual slight loss of coolant if the engine runs very hot. The system needs topping up from time to time.
Later cars have a sealed system in which any overflow goes into an expansion tank, from which it is sucked back into the engine when the remaining liquid cools.
How the fan helps
The radiator needs a constant flow of air through its core to cool it adequately. When the car is moving, this happens anyway; but when it is stationary a fan is used to help the airflow.
The fan may be driven by the engine, but unless the engine is working hard, it is not always needed while the car is moving, so the energy used in driving it wastes fuel.
To overcome this, some cars have a viscous coupling a fluid clutch worked by a temperature sensitive valve that uncouples the fan until the coolant temperature reaches a set point.
Other cars have an electric fan, also switched on and off by a temperature sensor.
To let the engine warm up quickly, the radiator is closed off by a thermostat, usually sited above the pump. The thermostat has a valve worked by a chamber filled with wax.
When the engine warms up, the wax melts, expands and pushes the valve open, allowing coolant to flow through the radiator.
When the engine stops and cools, the valve closes again.
Water expands when it freezes, and if the water in an engine freezes it can burst the block or radiator. So antifreeze usually ethylene glycol is added to the water to lower its freezing point to a safe level.
Antifreeze should not be drained each summer; it can normally be left in for two or three years.

How to read tire side wall

كل المهندسين المتخرجؤن حديثا او طلاب سنة خامسة كونو موجودين رح يساعدكم البرنامج التأهيلي اتحضير أنفسكم لسوق العمل و معرفة حقوقكم

البرنامج التأهيلي (هندس مهنتك)
للمهندسين الشباب وطلاب الهندسة - السنة الخامسة
رابط التسجيل : https://goo.gl/yi6AIs

دورة للمهندسين الشباب في الشعبة الميكانيكية
رابط التسجيل : https://goo.gl/a9MDGk
شباب بنصحكم تسجلو فيها كتييير مفيدة

Tire Construction

Tires

The tires are crucial functional elements for the transmission of longitudinal, lateral and vertical forces
between the vehicle and road. The tire properties should be as constant as possible and hence predictable by the driver.

As tires significantly affect the handling properties of vehicles, the properties of original tires – the tires
with which the vehicle is supplied to the customer –are specified by the vehicle manufacturers in conjunction
with the tire manufacturers. However, spare tires usually differ from the original tires, despite their similar designation; hence handling characteristics can change. Individual vehicle manufacturers have therefore
decided to identify tires produced in accordance with their specifications by means of a symbol on the sidewall
of the tire or to sell tires which meet the specifications of original tires at their manufacturing branches.

Interchangeability
All tires and rims are standardized to guarantee interchangeability, i.e. to guarantee the possibility of using
tires from different manufacturers but with the same designation on one vehicle and to restrict the variety of
tire types worldwide.
Within Europe, standardization is carried out by the European Tire and Rim Technical Organization or
ETRTO, which specifies the following:
_ tire and rim dimensions;
_ the code for tire type and size;
_ the load index and speed symbol.

Passenger car tires are governed by UNO regulation ECE-R 30, commercial vehicles by R 54, spare wheels by
R 64, and type approval of tires on the vehicle by EC directive 92/23/EC.

In the USA the Department of Transportation (or DOT) is responsible for the safety standards. The standards relevant here are:
The Tire and Rim Association, or TRA for short, is responsible for standardization.

In Australia, binding information is published by the Federal Office of Road Safety, Australian Motor Vehicle
Certification Board is the applicable standard.

In Germany, the DIN Standards(Deutsches Institut fu¨r Normung) and the WdK Guidelines (Wirtschaftsverband
der Deutschen Kautschukindustrie Postfach 900360, D-60443, Frankfurt am Main) are responsible for specifying
tire data.

All bodies recognize the publications of these two organizations. At the international level, the International Organization for Standardization (ISO) also works in the field of tire standardization and ISO Standards are translated into many languages.

Motor Oil Viscosity Grades
Viscosity is oil resistance to flow.
Thicker oil ; higher viscosity ; slower flow
Thinner oil ; lower viscosity ;higher flow

“W” on a viscosity rating it means that this oil viscosity has been tested at colder temperature, the number without “W” oil viscosity has been tested at 210 °F (100 °C) which is considered an approximation of engine operating temperature.

SAE 30 is same viscosity as 10-W30/5W30 at 210°F (100 °C), but difference is when viscosity tested at colder temperature.

Depending on the oil performance at cold temperature the motor oil viscosity grade will be given, If the motor passes through cold temperature or “W” specification for a SAE (15W) and at 210 °F (100 °C) flow through a viscometer like SAE 40 motor oil, then the label will read 15W-40.

5W-30 motor will performs like a SAE 5 motor oil would perform at the cold temperature specified, but still has SAE 30 viscosity.
The advantages of low “W” viscosity number; quicker the oil flows cold; less dry running; means less engine wear. The motor oil need to be thin at cold “startup” conditions. The lower viscosity; the more wear will inevitably occur.

Addition of pour point depressant additives (VI) keeps the paraffin in petroleum base oils from coalescing together when temperature drops.

Pour point depressant additives “VI” keeps the oil from being thinner at hot condition and from coalescing at cold temperature.

Electrical and electronic system in an automobie (Final Exam)
1. True or fales:
a. When the engine strats, an overrunning clutch prevents the engine flywheel from spinning the armature o the motor.
b. When the engine starts the flywheel spins the pinion faster than the armature.
c. The starting safety switch often called the neutral safety siitch is normally OPEN switch that prevents the strarting system from operating when the tramnsmission is in gear.
d. The period of during which there is primary current flow is often called DWELL.
e. The heart of the fuel injection system is compter or powertrain control module.
2.Mention starting system circuit and explain thier operating principle.
3. Heat Range for spark plugs with drawing.
4. parts of spark plug with explaination.
5. Adantage off distributorlessignition system.mention 10 points
6. Central multiport fuel injection system (CMFI) (All parts with explain ation of its work for each)
إخواني بتمنى تستفيدو من الأسئلة وراجعوا أسئلة السكند الي نزلتها على الصفحة ممكن تنعاد أسئلة أو يجي منها أسئلة و بالنسبة للصح و الخطأ الي نزلتهم الجزء الي متذكرو بس أغلبهم أجو موزعين من المادة الي بقرأ المادة منيح بحلهم و الدكتور بس بغير كلمة من الجملة عشان تتحول من صح لخطأ و اجت أسئلة املأ الفراغ مش متذكرهم بس أغلبهم من نظام الاشعال و الحقن.
وااله يوفقكم

The brake caliper is the assembly which houses the brake pads and pistons. The pistons are usually made of plastic, aluminum or chrome-plated steel.
Calipers are of two types, floating or fixed. A fixed caliper does not move relative to the disc and is thus less tolerant of disc imperfections. It uses one or more pairs of opposing pistons to clamp from each side of the disc, and is more complex and expensive than a floating caliper.
A floating caliper (also called a "sliding caliper") moves with respect to the disc, along a line parallel to the axis of rotation of the disc; a piston on one side of the disc pushes the inner brake pad until it makes contact with the braking surface, then pulls the caliper body with the outer brake pad so pressure is applied to both sides of the disc. Floating caliper (single piston) designs are subject to sticking failure, caused by dirt or corrosion entering at least one mounting mechanism and stopping its normal movement. This can lead to the caliper's pads rubbing on the disc when the brake is not engaged or engaging it at an angle. Sticking can result from infrequent vehicle use, failure of a seal or rubber protection boot allowing debris entry, dry-out of the grease in the mounting mechanism and subsequent moisture incursion leading to corrosion, or some combination of these factors. Consequences may include reduced fuel efficiency, extreme heating of the disc or excessive wear on the affected pad. A sticking front caliper may also cause steering vibration.