engine components explained
10-14-2009, 01:45 AM
#1
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engine components explained
Just from this site alone I've learned so much, not only about rotaries, but cars in general. my pops has been working on cars since before I was born...I love to go visit him at work and catch him doing something and start talking to him about things he never taught me..."doing a compression test?hows it looking?"lol love to surprise him with things I learned from reading stuff here. Anyways theres some parts I have been curious about that some of u pro's can explain to enlighten me and other readers. Whats a solenoid and what does it do? also what does the oil pressure gauge tell me about my oil exactly and where should it be? O2 sensor? Master cylinder?Please...lets keep the flaming to a minimum.
10-14-2009, 02:16 AM
#2
An electronic switch (basically) and uses an electromagnet to move a valve linear.
When voltage is applied, it opens a passageway(s) for airflow or fluid.
Our car has a simple solenoid, but in other applications they can be pretty complex and mated with manifolds for multiple inputs/outputs or air cylinders to extend/retract the piston.
It tells you that there is oil pressure and should be at about the half way mark.
Think of it more like a YES/NO indicator for pressure.
The front oxygen sensor is a full-range air-fuel-ratio sensor which outputs a linear analog signal voltage in response to changing oxygen content in the engine-out exhaust gases.
This sensor tells the PCM not only that the air-fuel ratio is rich or lean, but also how rich or lean. A heater controls the sensor operating temperature and allows stable oxygen detection without relying on exhaust heat.
The rear O2 sensor is a traditional zirconia narrow-range sensor which checks catalyst efficiency.
This is the same concept on most cars so I can refer you to a good site to better understand:
http://auto.howstuffworks.com/auto-p...ter-brake1.htm
Use this site for other basic questions you might have too.
They'll explain (in great detail) how clutches work and even the Rotary engine.
When voltage is applied, it opens a passageway(s) for airflow or fluid.
Our car has a simple solenoid, but in other applications they can be pretty complex and mated with manifolds for multiple inputs/outputs or air cylinders to extend/retract the piston.
Think of it more like a YES/NO indicator for pressure.
The front oxygen sensor is a full-range air-fuel-ratio sensor which outputs a linear analog signal voltage in response to changing oxygen content in the engine-out exhaust gases.
This sensor tells the PCM not only that the air-fuel ratio is rich or lean, but also how rich or lean. A heater controls the sensor operating temperature and allows stable oxygen detection without relying on exhaust heat.
The rear O2 sensor is a traditional zirconia narrow-range sensor which checks catalyst efficiency.
This is the same concept on most cars so I can refer you to a good site to better understand:
http://auto.howstuffworks.com/auto-p...ter-brake1.htm
Use this site for other basic questions you might have too.
They'll explain (in great detail) how clutches work and even the Rotary engine.
Last edited by Jon316G; 10-14-2009 at 02:39 AM.
10-14-2009, 12:04 PM
#3
Huge hole is huge
An electronic switch (basically) and uses an electromagnet to move a valve linear.
When voltage is applied, it opens a passageway(s) for airflow or fluid.
Our car has a simple solenoid, but in other applications they can be pretty complex and mated with manifolds for multiple inputs/outputs or air cylinders to extend/retract the piston.
It tells you that there is oil pressure and should be at about the half way mark.
Think of it more like a YES/NO indicator for pressure.
The front oxygen sensor is a full-range air-fuel-ratio sensor which outputs a linear analog signal voltage in response to changing oxygen content in the engine-out exhaust gases.
This sensor tells the PCM not only that the air-fuel ratio is rich or lean, but also how rich or lean. A heater controls the sensor operating temperature and allows stable oxygen detection without relying on exhaust heat.
The rear O2 sensor is a traditional zirconia narrow-range sensor which checks catalyst efficiency.
This is the same concept on most cars so I can refer you to a good site to better understand:
http://auto.howstuffworks.com/auto-p...ter-brake1.htm
Use this site for other basic questions you might have too.
They'll explain (in great detail) how clutches work and even the Rotary engine.
When voltage is applied, it opens a passageway(s) for airflow or fluid.
Our car has a simple solenoid, but in other applications they can be pretty complex and mated with manifolds for multiple inputs/outputs or air cylinders to extend/retract the piston.
It tells you that there is oil pressure and should be at about the half way mark.
Think of it more like a YES/NO indicator for pressure.
The front oxygen sensor is a full-range air-fuel-ratio sensor which outputs a linear analog signal voltage in response to changing oxygen content in the engine-out exhaust gases.
This sensor tells the PCM not only that the air-fuel ratio is rich or lean, but also how rich or lean. A heater controls the sensor operating temperature and allows stable oxygen detection without relying on exhaust heat.
The rear O2 sensor is a traditional zirconia narrow-range sensor which checks catalyst efficiency.
This is the same concept on most cars so I can refer you to a good site to better understand:
http://auto.howstuffworks.com/auto-p...ter-brake1.htm
Use this site for other basic questions you might have too.
They'll explain (in great detail) how clutches work and even the Rotary engine.
Bravo.
10-14-2009, 12:19 PM
#4
Well done, as always Jon!
How Stuff Works is a great site (and show).
The one thing missing from their linked brake discussion is the diaphram itself (the mechanism within the big round black canister to which the master cylinder is attached).
The diaphram, as the name suggests, is a large membrane that acts on the pushrod which in turn actuates the hydraulic fluid movement/pressure to the brake calipers. It is large in order to provide a proportionally great surface area and thereby impart significant mechanical advantage.
The brake actuators on heavy vehicles/machines like tractor trailers use this same principle of large surface area diaphrams, although in this case they are pneumatically actuated (they fail to braking action with loss of air pressure btw, which is why you hear them bleed air at traffic stops).
Related: the clutch slave cylinder is directly actuated by the clutch pedal and does not need this same mechanical advantage as all it's doing is disengaging the clutch.
How Stuff Works is a great site (and show).
The one thing missing from their linked brake discussion is the diaphram itself (the mechanism within the big round black canister to which the master cylinder is attached).
The diaphram, as the name suggests, is a large membrane that acts on the pushrod which in turn actuates the hydraulic fluid movement/pressure to the brake calipers. It is large in order to provide a proportionally great surface area and thereby impart significant mechanical advantage.
The brake actuators on heavy vehicles/machines like tractor trailers use this same principle of large surface area diaphrams, although in this case they are pneumatically actuated (they fail to braking action with loss of air pressure btw, which is why you hear them bleed air at traffic stops).
Related: the clutch slave cylinder is directly actuated by the clutch pedal and does not need this same mechanical advantage as all it's doing is disengaging the clutch.
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