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There is an increasing need for high-precision gear machining to meet customer demand for low-noise and low-vibration planetary gear systems. Mitsubishi Heavy Industries, Ltd. (MHI) has been developing high-precision gear-cutting technologies for use before heat treatment in the production of ring (internal) gears, one of the components of planetary gear systems. However, high-precision high-efficiency gear grinding is also essential after heat treatment to eliminate distortion and improve gear accuracy. In this paper, we report on the development of the Mitsubishi ZI20A grinding machine, the world's first internal gear grinder for use in volume production. Planetary gear systems are widely used in automatic transmissions of vehicles and power transfer systems for hybrid cars because of their compactness and high reduction ratio. There has been an increasing demand for higher precision internal gears as well as for external gears in transmissions to suppress noise and vibration. To meet this demand, gear manufacturers are seeking high-precision high-efficiency techniques for grinding internal gears after heat treatment. Figure 1 shows the manufacturing flow for the volume production of ring (internal) gears. Traditionally, ring gears have often been built into gear systems after heat treatment without being subjected to the finishing process. However, controlling the precision of gears after heat treatment...
PERFOMANCE BOOST The Freescale* MPXV4115V pressure sensor is the ideal part for automotive vacuum sensing needs such as those found in the brake booster application. Prepared by Marc Osajda Automotive Sensor Marketing Motorola – Toulouse, France Advanced braking systems are becoming increasingly common in today’s automobiles. Higher level systems and technology now being used in “brake assist systems” (BAS) in several European cars, have made it possible for more efficient and intelligent braking systems. A key functional application block found in these braking systems that has advanced with this technology surge, is the vacuum brake booster function. Here are a few driving factors behind the need and use of the brake booster, which helps ensure a safer braking system. Independent Systems: In current gasoline engine cars, the engine’s intake manifold generates the vacuum for the brake booster. This system works fine with one exception. The amount of vacuum in the brake booster is unknown by the braking system. Thus the amount of amplification is also unknown. If heavy braking is needed, there is no possibility for the brake system to interact with the intake manifold if additional amplification is required. The manufacturer’s interest for having the vacuum generated by an auxiliary vacuum pump is that the brake system can manage the amount of vacuum as required, on demand. This in turns gives it the ability to perform amplification on its own, giving it complete independent from the engine’s operating condition. The auxiliary pump is also able to provide higher amounts of vacuum whenever necessary. In situations calling for heavy braking, the pressure will naturally decrease in the brake booster, also causing a decrease in the amplification during braking. With an external pump it is possible to maintain, or even increase the amplification during a heavy braking phase. Smart Safety: Wheel blocking due to high-braking force is controlled by the Anti-Lock Brake System (ABS). However, it has been observed that in many cases, drivers do not...
Fifty percent less pedal force I n most of the models of the 1950s and 1960s, Mercedes-Benz provided a power brake booster manufactured by ATE. The booster does not pro- vide additional braking capacity, a common misconception, but rather reduces the pedal force required for braking. The power brake is a vacuum-assisted hydraulic component using the pressure difference between engine intake manifold vacuum and atmospheric pressure for its operation. The power unit increases the pressure created physically in the brake master cylinder so that the same braking effect can be produced with less pedal effort. With a brake booster installed, the pedal force required for braking is reduced by 50 percent. The ATE T50 Brake Booster uses vacuum to “boost” the hydraulic brakeline pressure. The booster contains a hydraulic cylinder, a large vacuum piston that presses against the hydraulic cylinder, and a control circuit that regulates the vacuum flow based on brake-line pressures. This technology had been well proven since the early 1900s, and the T50 has been exceptionally reliable over many years of use. The Booster in action The power booster is a very simple design requiring only a vacuum source to operate. In gasoline-engine cars, the engine provides a vacuum suitable for the boosters. Because diesel engines do not produce a vacuum, dieselpowered vehicles must use a separate vacuum pump. A vacuum hose from the intake manifold on the engine pulls air from both sides of the diaphragm when the engine is running. When the driver steps on the brake pedal, the input rod assembly in the booster moves forward, blocking off the vacuum port to the backside of the diaphragm and opening an atmospheric port that allows air to enter the back chamber. Suddenly, the diaphragm has vacuum pulling against one side and air pressure pushing on the other. The result is forward pressure that assists in pushing the input rod, which in turn pushes the piston in the master cylinder. The amount of power assist that’s provided by the booster depends on the size of the diaphragm and the amount of intake manifold vacuum produced by the engine. A larger diaphragm will increase the boost.
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Suzuki Hayabusa Brand Name Suzuki Hayabusa Parent Company Suzuki Category Motorcycles Sector Two-wheeler Tagline/ Slogan The Ultimate Predator; Ride the winds of change 1/4 Suzuki Hayabusa USP Extremely powerful engine and sporty design used in motorsports STP Segment Ultra premium sports bike Target Group Upper middle and upper class men Positioning Passion for performance and precision engineering SWOT 2/4 Suzuki Hayabusa Strength 1.Excellent brand name 2.High speed and performance 3.Hig innovative technology Weakness 1.Very expensive 2.Cant utilise maximum power due to traffic issues Opportunity 1.New emerging high income market 2.Better innovations Threats 1.Threats from other competitors 2.At such a high price people might prefer cars Competition 3/4 Suzuki Hayabusa Competitors 1.VMAX 2.R1 3.Kawasaki Ninja 4.Ducati 5.Honda CBR 4/4
On May 17, 2013, in Bridgeport, Connecticut, an accident occurred on Metro-North’s New Haven Line, when an eastbound Metro-North train of 8 cars, traveling 74 mph, derailed and came to rest on an adjacent track. Approximately 20 seconds later, a westbound Metro-North train on that adjacent track struck the derailed train. As a result of the accident, more than 50 people, some seriously injured, were hospitalized, rail operations were suspended, and millions in property damage occurred. • On May 28, 2013, a second accident occurred when a Metro-North train in West Haven, Connecticut, that was traveling 70 mph, struck and killed a Metro-North maintenance-ofway (MOW) employee who was part of a roadway work group performing railroad maintenance on a construction project. • On July 18, 2013, a third accident occurred when a CSX Transportation freight train derailed while traveling over Metro-North’s system. No one was injured, but property damage was significant. • On December 1, 2013, the fourth accident occurred when a Metro-North train of 7 cars traveling south from Poughkeepsie, New York, to Grand Central Terminal in New York City, derailed as it approached the Spuyten Duyvil Station. All cars derailed and the front cab came to rest close to the Harlem River. Four passengers were killed, and more than 70 were injured. Rail operations were suspended, and millions of dollars in property damage alone was sustained. On December 3, 2013, 2 days after the fourth and most serious of these accidents, FRA sent a letter to MTA expressing support for Governor Andrew Cuomo’s directive that MTA hold a safety stand-down, and directing Metro-North to implement a Confidential Close Call Reporting System (C3RS) (Appendix 2). Additionally, FRA issued Emergency Order 29 and Safety Advisory 2013-08. • Emergency Order 29, issued on December 6, 2013, required Metro-North to take immediate action to prevent excessive train speeds by identifying and prioritizing highrisk areas, modifying its existing signal system to ensure speed limits are obeyed, and 1 requiring a higher level of engagement and communication among operating crewmembers in areas in which major speed restrictions are in place. • Safety Advisory 2013-08, issued on December 10, 2013, urged railroads to provide additional training, increase the frequency of operational testing, and reinforced the importance of communication between crew members. The purpose was to ensure that all railroads adhere to Federal regulations and railroad operating rules regarding maximum authorized train speed limits. On December 16, 2013, FRA launched Operation Deep Dive, an assessment of Metro-North’s operations and safety compliance. More than 60 technical and human factor experts comprising 14 teams, conducted a 60-day comprehensive safety assessment of Metro-North. With assistance from the Federal Transit Administration, these experts reviewed and assessed Metro-North’s safety-related processes and procedures, its compliance with safety regulations and requirements, and its overall safety culture. In assessing Metro-North, the Deep Dive team evaluated:...
course of the investigation. On December 1, 2013, about 0719 eastern standard time, southbound Metro-North Railroad (Metro-North) passenger train number 8808 derailed at milepost 11.35 on track number 2 of the Metro-North Hudson Line in The Bronx, New York. Train movements on this line are governed by a traffic control system. The train originated in Poughkeepsie, New York with a destination of Grand Central Station in New York City. It consisted of seven passenger cars and one locomotive at the rear pushing the train. As a result of the derailment, 4 passengers died and 59 persons were transported to local hospitals for injuries. Metro-North estimated there were about 115 passengers on the train at the time of the derailment. Damage was estimated by Metro-North to be in excess of $9 million. The weather at the time of the accident was reported as 39° F with cloudy skies. Figure: Aerial view of accident scene National Transportation Safety Board (NTSB) investigators have completed the on-scene work in The Bronx. The investigation will continue at the NTSB headquarters in Washington, D.C. Preliminary results of the investigation include: The derailment occurred in a 6 degree left hand curve where speed was limited to 30 mph. Estimated train speed at the time of the derailment was at 82 mph. Detailed inspection and testing of the signal system, train brakes, and other mechanical equipment did not identify any anomalies. An inspection of the track in the derailment area did not identify any pre-accident anomalies. All cars on the train and the locomotive derailed. Between December 1 and 11, 2013, investigators completed interviews of train crews and first responders. Interview transcripts will be included in the public docket upon release. Locomotive event recorders were sent to the NTSB laboratory in Washington, D.C. for further analysis. The parties to the investigation include the Federal Railroad Administration, Metro-North Railroad, New York Public Transportation Safety Board, Teamsters Local 808, New York Police Department, New York Fire Department, and Bombardier Transportation. The Association of Commuter Rail Employees (ACRE) was initially designated as a party. However, because one of ACRE’s senior officials made unauthorized comments on the investigation to the media, ACRE was removed as a party on December 3, 2013.
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Made in the U.S.A. All of our harnesses are hand assembled in the U.S.A. Correct Color Wires Our harnesses always match the original factory color codes and gauge sizes. We use U.S.A. made Cross Linked Polyethylene type GXL wire which is much more tolerant to heat than the original PVC type GPT wire that was used from the factory. Dip Soldered (when applicable) All terminals are dip soldered (when applicable) to limit resistance loss. Correct Connectors & Terminals With over 300,000 connectors and terminals in stock you can be sure the harness you receive will look identical to the original. 1 WIRE IGNITION Correct Non-Adhesive & Cloth Tapes All harnesses are wrapped with the correct non-adhesive or cloth woven tapes to assure a 100% factory appearance. Technical Support We don't expect our customers to be “wiring-wizards”, you can call us direct with any technical questions you may have. Custom Modifications Custom modifications are available to allow you to convert from an external regulated alternator to an internal regulated alternator. This modification is available for most '63 and up GM cars and trucks. We can also convert many of our engine harnesses to work with H.E.I. distributors and electric chokes. Our modifications retain the factory appearance. Call our Customer Service Department for more details.