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http://car-auto-cars-supercar.blogspot.in/2012/05/more-of-who-owns-what-infographics.html
Thursday 3 December 2015
Saturday 19 July 2014
Formula 1 Basic
Formula 1 Steering Wheel
The driver has the ability to fine tune many elements of the race car from within the machine using the steering wheel. The wheel can be used to alter traction control settings, change gears, apply rev limiter, adjust fuel air mix, change brake pressure and call the radio. Data such as rpm, laptimes, speed and gear is displayed on an LCD screen. The wheel alone can cost about $40,000, and with carbon fibre construction, weighs in at 1.3 kilograms.
- Drink pump
- Dashboard menu: Increment
- Prepare/arm the launch control system. Also oil pump button when running
- Neutral gear request
- Tyre selection (dry, inter, wet)
- Alarm acknowledge
- Active diff control
- Active diff control
- Active diff control
- Active diff control
- Traction control
- Traction control
- Cut engine to turn it off
- Fuel mixtures. To save fuel or give more power.
- Pit lane speed limiter
- Active launch control system
- Dashboard menu: decrement
- Display brakebalance on dashboard
With the Bahrain Grand Prix in Manama as an example
Formula 1 will entered a new era at the Bahrain Grand Prix in 2007, the teams were only be allowed to use eight-cylinder engines with a maximum cubic capacity of 2400cm3, which will produce about 200HP less than the ten-cylinder engines used last year. The goal is clear: increasing safety by reducing power.
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F1 ENGINE :
The new regulations will push the engines even further into the limelight in Formula 1. “A V8 spends much more time in the wide-open throttle range every lap than a V10,” explained Alex Hitzinger, Head of the Formula 1 project at WilliamsF1’s engine partner, Cosworth. “So the engine performance will become even more critical for the overall performance of the car.”
The loss of power is not causing the engineers any headaches. As in the past, it is estimated that every season they will probably regain 20 to 30 HP of the
roughly 200HP they have had to give up because of this reduction in engine capacity. However, it was much more difficult to reconcile the whole series of parameters that were specified for the new engines. For example, the minimum weight of 95kg combined with the other specification of the minimum height for the centre of gravity has meant that the V8 is much heavier than it actually needs to be. The engineers did the best they could and designed the engine much more rigidly, which has benefited the handling of the cars. Because they did not need to watch every single gram, they also made several static components like the cylinder block and the cylinder heads much more robust, and so increased the service life of the engines.
Because a V8 is much shorter than a V10 and by its nature also needs less cooling, it was possible to visably streamline the new car at the rear, which helped the aerodynamics.
New engine concepts are also in the pipeline for road car production. “The increase in fuel prices will be a major driving force in the next few years for the development of engine technology,” said Dr. Christoph Lauterwasser from the Allianz Centre for Tech-nology (AZT). On the one hand, that means low-consumption, efficient engines, which explains the continued trend towards diesel vehicles, whose engines are about 30% more efficient than comparable petrol engines.But, on the other hand, there is a grow-ing proportion of hybrid vehicles that combine a combustion engine with an electric engine and produce excellent fuel consumption and lower CO2 values. “The signify-cance of alternative fuels like natural gas and biofuels will increase all over the world,” said Lauterwasser. “If you also consider the tests on hydrogen vehicles and fuel cells, it’s easy to see that we are heading towards a new level of variety under the bonnet.”
In Formula 1, the engine capacity was reduced from 3.5 to 3 litres for safety reasons in 1995. However, that did not interrupt the power explosion, and to halt it further, the Fédération Internationale de l’Automobile (FIA) then decided to impose more restrictions: for instance, in the 2004 season, each engine had to last a full grand prix weekend, and since 2005 it has only been permissible to use one engine for two racing weekends. Of course, all these rules are open to exceptions: with the permission of the FIA, the smaller teams will still be permitted to use ten-cylinder engines, but their engine speed must be limited to a maximum of 16,700rpm. The new engine concept will also affect the racing strategy of the teams, because at the end of the day a V8 at full power consumes about 15% less fuel than a V10. That will either shorten the distances that can be driven between pit stops or it will shorten the pit stops themselves, because the car does not need as much fuel as before. The strategists are already racking their brains. According to Hitzinger, “there will certainly be lots of changes in terms of the tactics.”
The new regulations have not changed the basic task of exploiting the rules as much as possible and so gaining a valuable advantage even before the season starts. “We set ourselves a target of a top engine speed of 20,000rpm,” said Alex Hitzinger, “and we’ve managed that.” The new engine for the Williams FW28 drove its first kilometres on the test stand on October 12, 2005, and the first test drives on the track were held just five weeks later. Despite the engineers’ love of detail, it was important to keep an eye on the bigger picture, such as delivering a compact, mechanical package to the aerodynamic engineers to leave them as much freedom as possible for their work.
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Mark Webber:
“On this track, the latest safety standards have been implemented beautifully. Especially in the run-off zones, which are designed so generously that a driver error doesn’t immediately lead to an accident. We will lose time, but we can carry on driving. Even if one of us makes a mistake in one of the fast sections, there is always enough space so you don’t immediately hit a wall. It was also a good idea to cover the areas to the left and right of the track with grass: that stops cars that are driving past from swirling sand and dust up on to the track.”
Two elements are crucial for the designers in the development of a new Formula 1 car: speed and safety. The engine, aerodynamics and tyres look after the speed, while the monocoque guarantees the safety of the driver in extreme situations. This carbon fibre safety cell is virtually indestructible and plays a key role in the safety of Formula 1.
The safety standards in top-class motor racing have improved at a breathtaking rate in recent years. The monocoque was invented by the legendary designer and Lotus team boss Colin Chapman , who inserted a riveted lightweight metal case instead of the classic tubular frame in his Lotus 25 in 1962. On the infinite safety scale, it has now reached a level that will be hard to surpass.
Similar to the monocoque in Formula 1, the robust cell in passenger cars represents the heart of passive safety. It too should be affected as little as possible in the case of serious accidents. “It is crucial that the doors can still be opened easily after an accident,” said Dr. Hartmuth Wolff from the Allianz Centre for Technology (AZT). “This stability is achieved with the selective use of high-strength steel in areas that require high rigidity: for example, in the pillars.” However, rigidity alone is not enough in the area of the passenger cell. “For ideal occupant safety, the deformation behaviour, the rigidity of the cell and the function of the restraint systems and the seats must be coordinated precisely with each other,” said Wolff.
In the Formula 1, the monocoque has become the most important component in the drivers’ overall safety package since McLaren first sent cars with a carbon fibre safety cell onto the starting grid in 1984.
The crash tests which have been stipulated by the FIA since 1985 guarantee the load capacity of the monocoque and the crash structure, and they have become more and more stringent over the years.
Since 1997, it has been obligatory for the rear structure as well as the side crash structures and the roll-over BAR to pass a crash test before every season. Here, again, the FIA is not satisfied with the standards already achieved and raised the level of the requirements a little higher before the 2006 season began by increasing the impact speed for the dynamic crash test of the rear area from 12 to 15 metres per second. That corresponds to an increase of 56 per cent in the impact energy on the rear crash structure, showing how much importance the FIA attaches to crash safety as reliable life insurance for the drivers.
The monocoques are made from carbon fibre, a composite material that is twice as strong as steel, but five times lighter. It consists of up to 12 layers of carbon fibre mats, in which each of the individual threads is five times thinner than a human hair. A honeycomb-shaped aluminium layer is inserted between these mats, which increases the rigidity of the monocoque even more. The whole shell is then heated under pressure in the autoclave, a giant oven. After two and a half hours, the shell is hardened, but still the baking procedure is repeated twice more.
As a result, the monocoques are strong enough to protect the drivers even in the most serious of accidents, like the one involving Giancarlo Fisichella at Silverstone in 1997. The evaluation of the black box showed that his Jordan slowed from 227km/h to zero in just 0.72 seconds, which corresponds mathematically to a fall from a height of 200 metres. Even so, the Italian only suffered a minor injury to his knee – thanks in part to the monocoque.Saturday 12 July 2014
Formula 1 Basic
Grand Prix cars and the cutting edge technology that constitute them produce an unprecedented combination of outright speed and quickness for the drivers. Every F1 car on the grid is capable of going from nought to 160km/h (100 mph) and back to nought in less than five seconds. During a demonstration at the Silverstone circuit in Britain, an F1 McLaren car driven by David Coulhard gave a pair of Mercedes-Benz street cars a head start of seventy seconds, and was able to beat the cars to the finish line from a standing start.
Despite F1 cars being fast in a straight line, they also have incredible cornering ability. Grand Prix can negotiate corners at much higher speeds than other types racing car because of the intense levels of grip and downforce. Cornering speed is so high that Formula One drivers have strength training routines just for the neck muscles. Juan Pablo Montoya claims to be able to perform 300 reps of 50 pounds with his neck.
The combination of light weight (440 kg dry), power (950 bhp with the 3.0 L V10, 750 bhp with the 2006 regulation 2.4 L V8), aerodynamics, and ultra-high performance tyres is what gives the F1 car its performance figures. The principle consideration for F1 designers is acceleration, and not simply top speed. Acceleration is not just linear forward acceleration, but three types of acceleration can be considered for an F1 car's, and all cars' in general, performance:
Despite F1 cars being fast in a straight line, they also have incredible cornering ability. Grand Prix can negotiate corners at much higher speeds than other types racing car because of the intense levels of grip and downforce. Cornering speed is so high that Formula One drivers have strength training routines just for the neck muscles. Juan Pablo Montoya claims to be able to perform 300 reps of 50 pounds with his neck.
The combination of light weight (440 kg dry), power (950 bhp with the 3.0 L V10, 750 bhp with the 2006 regulation 2.4 L V8), aerodynamics, and ultra-high performance tyres is what gives the F1 car its performance figures. The principle consideration for F1 designers is acceleration, and not simply top speed. Acceleration is not just linear forward acceleration, but three types of acceleration can be considered for an F1 car's, and all cars' in general, performance:
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Forward acceleration
The 2006 F1 cars have a power-to-weight ratio of 1250 hp/tonne (930 W/kg). Theoretically this would allow the car to reach 100 km/h in less than 1 second. However the massive power cannot be converted to motion at low speeds due to traction loss, and the usual figure is 2 seconds to reach 100 km/h. After about 130 km/h traction loss is minimal due to the combined effect of the car moving faster and the downforce, hence the car continues accelerating at a very high rate. The figures are (for the 2005 Renault
R25):
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Deceleration
The carbon brakes in combination with the aerodynamics produces truly remarkable braking forces. The deceleration force under braking is usually 4 g (40 m/s²), and can be as high as 5 g when braking from extreme speeds, for instance at the Gilles Villenueve circuit. Here the aerodynamic drag actually helps, and can contribute as much as 1.0 g of braking force, which is the equivalent of the brakes on most sports cars. In other words, if the throttle is let go, the F1 car will slow down under drag at the same rate as most sports cars do with braking, at least at speeds above 150 km/h. The drivers also utilise 'engine braking' by downshifting rapidly.
As a result of these high braking forces, an F1 car can come to a complete stop from 300 km/h in less than 4 seconds.
Turning acceleration
As mentioned above, the car can accelerate to 300 km/h very quickly, however the top speeds are not much higher than 330 km/h at most circuits, being highest at Monza (365 km/h in 2004), Indianapolis and Gilles-Villenueve (about 350 km/h at both). This is because the top speeds are sacrificed for the turning speeds. An F1 car is designed principally for high-speed cornering, thus the aerodynamic elements can produce as much as three times the car's weight in downforce, at the expense of drag. In fact, at a speed of just 130 km/h, the downforce equals the weight of the car. As the speed of the car rises, the downforce increases. The turning force at low speeds (below 70 to about 100 km/h) mostly comes from the so-called 'mechanical grip' of the tyres themselves. At such low speeds the car can turn at 2.0 g. At 200 km/h already the turning acceleration is 3.0 g, as evidenced by the famous Turn 8 at the Istanbul Park circuit. This contrasts with the 1.3 g of the Ferrari Enzo, one of the best racing sports cars.
These turning accelerative forces allow an F1 car to corner at amazing speeds, seeming to defy the laws of physics. As an example of the extreme cornering speeds, the Blanchimont and Eau Rouge corners at Spa-Francorchamps are taken flat-out at above 300 km/h, whereas the race-spec GT cars in the ETCC can only do so at 150–160 km/h.
Top Speeds
As of April 2006. the top speeds of Formula 1 cars are a little over 300 km/h at high-downforce tracks such as Albert Park, Australia and Sepang, Malaysia. These speeds are down by some 10 km/h from the 2005 speeds, and 15 km/h from the 2004 speeds, due to the recent performance restrictions (see below). On the low-downforce circuits such as Gilles-Villeneuve(Canada) and Indianapolis (USA), the speeds were 335~350 km/h in 2005, and at Monza (Italy) 365 km/h. However the true top speed in a straight line of a modern Formula 1 car in can be measured when its downforce is modified accordingly for straight-line running. With minimal downforce wing settings, BAR Honda managed to run their FIA race-spec F1 car at 413.205 km/h on 6 Nov, 2005 during a shakedown leading to their 'Bonneville 400' attempt.Recent FIA performance restrictions.
In an effort to reduce speeds and increase driver safety, the FIA has continuously introduced new rules for F1 constructors in the 1990s. These rules have included restrictions on engine computer technology, as well as the introduction of grooved tyres. Yet despite these changes, constructors continue to extract performance gains by increasing power and aerodynamic efficiency. As a result, the pole position speed at many circuits in comparable weather conditions dropped between 1.5 and 3 seconds in 2004 over the prior year's times. In 2006 the engine power was reduced from 950 bhp to 750 bhp (710 to 560 kW) by going from the 3.0 L V10's used for over a decade to 2.4 L V8's. This is carried over into 2006 the aerodynamic restrictions introduced in 2005 meant to reduce downforce by about 30%. However most teams were able to successfully reduce this to a mere 5 to 10% downforce loss.
Steering Wheel, Brakes, Driver’s Seat and Tyres
Formula 1 is a highly complex sport, where many elements of man and machine combine to strive for peak performance. But what is the story behind these details?
Even to the least technically-minded observer, the main role of the steering wheel is obvious – it is the outlet for a driver’s split-second reactions, a high-tech paint brush for a Formula 1 artist. But there is much more to the steering wheel’s function than simply changing direction.
Unlike a road car, which has a dashboard dotted with switches and levers, a Formula 1 car has only the steering wheel, so any option the driver needs to use while at the wheel must, literally, be at the touch of a button.
Dieter explains: “The steering wheel is a very important element of a car. Basically the steering wheel, apart from brake and throttle pedals, is everything the driver needs to control the car. Therefore on the front we have a lot of switches which the driver is using while he is driving, for example the pit speed limiter, or he can influence the traction control.
“But this is not everything because on the other side we have levers which the driver is operating to shift gears and as well the clutch because we don’t have a foot-operated clutch pedal in the car.”
With drivers using it to change gear up to 3,000 times a race, negotiate every turn of a 300km race, as well as change car settings, communicate with their team on the radio, and even operate their drinking system the steering wheel is a vital piece of equipment. Unlike a road car, which has a dashboard dotted with switches and levers, a Formula 1 car has only the steering wheel, so any option the driver needs to use while at the wheel must, literally, be at the touch of a button.
Dieter explains: “The steering wheel is a very important element of a car. Basically the steering wheel, apart from brake and throttle pedals, is everything the driver needs to control the car. Therefore on the front we have a lot of switches which the driver is using while he is driving, for example the pit speed limiter, or he can influence the traction control.
“But this is not everything because on the other side we have levers which the driver is operating to shift gears and as well the clutch because we don’t have a foot-operated clutch pedal in the car.”Cockpit
With all that high-speed action to deal with, a driver needs to be sitting comfortably, especially given the fearsome forces exerted on their bodies by the fastest racing cars in the world. For that reason, Ralf Schumacher and Jarno Trulli have seats custom made to exactly fit the shape of their bodies, as Dieter explains: “The driver’s seat is made onto the driver so it is the perfect shape in order to give him the best stability while he is driving. He has to be able to cope with an enormous amount of force when he is accelerating, braking or cornering.”
Under such extremes, even the most minor discomfort is amplified and can become a real problem, affecting a driver’s concentration and, ultimately, his wellbeing, so Panasonic Toyota Racing leaves nothing to chance and ensures a perfect fit for its drivers.
As well as comfort, safety is of critical importance and the driver’s seat is enclosed in a carbon fibre monocoque – an extremely strong safety cell which protects the driver in case of an accident by absorbing an impact. Dieter adds: “It is very important to highlight to use of carbon fibre because this has increased the level of safety for the driver over the last 20 years so it is now very high.”
Brakes
With impressive acceleration and the ability to hit 160kmph in under six seconds, a Formula 1 car needs some serious stopping power, delivered by high-performance carbon brakes which, from that speed, can bring the car back to a stop in six seconds.
This is possible only by using carbon brakes, which have an operating temperature, on average, of 650°C and can get as hot as 900°C.
“The brakes are one of the elements which offer the biggest difference between a Formula 1 car and road car,” Dieter says. “It starts with the material. We are using exclusively carbon brakes which offer very, very good performance in braking but carbon is a very sensitive material.
“The carbon brakes only work in the right temperature window - if you are below 300°C there is almost no braking at all so it is important to heat up the brakes. On the other hand it is important not to have the temperature too high. This is why we have big cooling ducts on all four brakes. In this way the temperature is controlled and we have the optimum brake temperature for the optimum braking performance.”This is possible only by using carbon brakes, which have an operating temperature, on average, of 650°C and can get as hot as 900°C.
“The brakes are one of the elements which offer the biggest difference between a Formula 1 car and road car,” Dieter says. “It starts with the material. We are using exclusively carbon brakes which offer very, very good performance in braking but carbon is a very sensitive material.
Tyres
Brakes are a crucial factor but, as with everything on a Formula 1 car, performance has to be transferred to the race track, and this is where tyres come in. As well as the two compounds of dry-weather tyres at each weekend, the softer of which is marked by a white line in one of the grooves, all teams also have wet and extreme wet tyres in case of rain.All the energy produced by a Formula 1 car is transmitted to the track through a small contact patch on each of the four tyres, making grip levels and tyre wear rates critical to overall performance.
In 2007, Panasonic Toyota Racing is using Bridgestone Potenza tyres for the second successive season, but the overall situation changed from 2006, as Dieter explains: “This season is the first year since 2000 that everyone is using Bridgestone tyres exclusively and we have a total of four different compounds available over the season, two for every race weekend.
“The different compounds give different grip levels but what is similar is the working temperature. All the tyres work best on average at around 80°C, this is when they offer their best grip to the car. What we need to determine is what compound to use in which conditions, therefore we have four compounds available.
“If you have a surface with a very abrasive surface, for example Barcelona, it is difficult for the tyres so you would use a hard compound. On other circuits which are not so demanding, for example Monaco, you would use the softer compound.”As with everything In Formula 1, it is these details which combine to produce the ultimate performance.
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Exploded view of a F1 car
- 1.Tyre rim
- 2.Wheel nut
- 3.Brake pads
- 4.Brake disc
- 5.Brake caliper
- 6.Upright
- 7.Brake duct
- 8.Front lower wishbone
- 9.Front upper wishbone
- 10.Front pushrod
- 11.Front track rod
- 12.Side damper
- 13.Fairing
- 14.Front wing end plate
- 15.Front wing main plane
- 16.Front wing flap
- 17.Nose cone
- 18.Steering housing
- 19.Front 3rd element
- 20.Headrest
- 21.Steering wheel
- 22.Bullwinkle
- 23.Main turning vane
- 24.Forward turning vane
- 25.Seat
- 26.Pedals
- 27.Airhorn
- 28.Cooler
- 29.Cooler duct
- 30.Engine heat shield
- 31.Engine
- 32.Wheel nut
- 33.Brake pads
- 34.Brake disc
- 35.Brake duct
- 36.Brake caliper
- 37.Drive shaft/upright
- 38.Rear lower wishbone
- 39.Rear upper wishbone
- 40.Rear pushrod
- 41.Rear toe link
- 42.Gearbox
- 43.Rear crasher
- 44.Rain light
- 45.Rear lower main plane
- 46.Rear upper wing
- 47.Rear wing end plate
- 48.Sidepod
- 49.Mirror
- 50.Monocoque
- 51.Engine cover
- 52.Batman
- 53.Earwing
- 54.Top exit
- 55.Floor
- 56.Diffusor
Wednesday 30 April 2014
Driver less Cars
A Driving Force Coming to a Future Near You
Our Car May Be Smarter Than Us
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INTRODUCTION
If you were traveling between Mumbai and Pune,Delhi,Bangalore and had the choice of either flying or riding in a driver less car, which would you choose?
If you think this vision is far off, think again. Over the next 10 years we will see the first wave of autonomous vehicles hit the roads, with some of the first inroads made with vehicles that deliver packages, groceries, and fast-mail envelopes.
Here are a few thoughts on how this industry will develop.
- While the current technology is good enough to navigate roadways and recognize obstacles, it will need some refinement before it’s human-safe, and to push economic viability, the component costs will need to come down.
- Driver less technology will initially require a driver, and it will creep into everyday use much as airbags did. First as an expensive option for luxury cars, but eventually it will become a safety feature required by the government.
- The greatest benefits of this kind of automation won’t be realized until the driver’s hands are off the wheel. With over 2 million people are involved in car accidents every year in the INDIA, it won’t take long for legislators to be convinced that driver less cars are a safer option.
The privilege of driving is about to be redefined.
Many aspects of going driver less are overwhelmingly positive, such as saving lives and giving additional years of mobility to an aging senior population. However, it will also be a very disruptive technology.
At the same time, it will be destroying countless jobs – truck drivers, taxi drivers, bus drivers, limo drivers, traffic cops, parking lot attendants, ambulance drivers, doctors, and nurses will all see their careers impacted.
But before we get into the “good vs. evil” technology debate, let’s look at why this will happen so quickly.
HOW IT WORK?
Recent advances in computing power and networking technologies are improving the viability of both the technology and economics on a daily basis. Today’s technology uses GPS to recognize where the cars are on the road. Cameras, lasers, and radar help them keep their distance from other cars and recognize objects like pedestrians. Superfast processors weave all the inputs together, allowing cars to react quickly.
Over time, data spidering systems, like those used by search engines, will be used to log details of every road in the country in real time, report potholes, cracks, or other dangerous conditions immediately when they occur, and build an information highway to serve as the backbone for our real highways.
Here are a few of the companies pushing this technology forward:
- Mercedes is equipping its 2013 model S-Class cars with a system that can drive autonomously through city traffic at speeds up to 25 m.p.h.
- Buyers of European luxury cars are already choosing from a menu of advanced options. For example, for $1,350, people who purchase BMW’s 535i xDrive sedan in the United States can opt for a “driver assistance package” that includes radar to detect vehicles in the car’s blind spot. For another $2,600, BMW will install “night vision with pedestrian detection,” which uses a forward-facing infrared camera to spot people in the road.
- Many car companies including General Motors, Volkswagen, Audi, BMW, and Volvo have begun early testing of driverless car systems.
- General Motors has stated that they will have a driverless model ready for final testing by 2015, going on sale officially in 2018.
Several automakers already sell cars with adaptive cruise controls that automatically applies the brakes if traffic slows. BMW plans to extend that idea in its upcoming i3 series of electric cars, whose traffic-jam feature will let the car accelerate, decelerate, and steer by itself at speeds of up to 25 miles per hour—as long as the driver leaves a hand on the wheel.
According to New York’s ABI Research, the market for “advanced driver assistance” technologies was $10 billion in 2011, but will grow to a staggering $130 billion by 2016.
COMMUNICATION SYSTEM BETWEEN CARS
Cars that Talk to Each Other
A major challenge for driverless roadways is for vehicles to safely and reliably communicate with one another. That’s where the Google operating system comes into play.
Hidden behind the hype of this technology is Google’s plan to come up with an Android-like operating system for all future driverless cars.
Regardless of whether its Google or someone else, creating communication standards and protocols will be the key to making this all work.
That requires getting all the automakers and regulatory agencies to agree on a standard. The National Highway Traffic Safety Administration has begun studying various technologies for vehicle-to-vehicle communication and plans to make a decision by 2013. They project intervehicle communications alone could reduce up to 80 percent of vehicle crashes involving non-impaired drivers.
Fuel System
Future Power Systems
People tend not to care about the power systems driving vehicles that they don’t own. As an example, few people pay attention to fuel efficiency of the airplane they’re flying in. They only care that they arrive on time.
This, combined with cost, range, and efficiency factors will mean that the first wave of driverless vehicles will likely be powered with old-fashioned gas engines.
However, electric vehicles using drive-by-wire technology will have many advantages over time. Rapid charging stations, silent engines, and the simple act of a vehicle recharging itself as opposed to the dangers of one that has to “refuel” itself will win over vehicle buyers in the future.
Many other power systems will be experimented with including everything from wireless power, to fuel cells, to natural gas, to biofuels. But in the end, fuel efficiency will prevail.
The Downside of this Technology
At the same time, driver less cars will dramatically affect employment around the world.
- taxi and rickshaw drivers will lose their jobs.
- bus drivers will be out of work.
- truck drivers will be looking for new careers.
- Other jobs affected will include jobs at gas stations, parking lots, car washes, traffic cops, traffic courts, doctors, nurses, pizza delivery, mail delivery, FedEx and UPS jobs, as well as vehicle manufacturing positions.
In the future, the number of vehicles sold will begin to decline.
Wednesday 2 April 2014
21:55
Unknown
Audi, BMW, Cars Logos, Hidden Meaning., Mercedes-Benz, Toyota, Volkswagen
1. AUDI
Description:
Misconception:
1.Audi's four rings have nothing to do with the Olympics .
2. It was 4 wheels.
2. It was 4 wheels.
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2.Mercedes-Benz
Description:
The Mercedes Benz logo was originally created by Gottlieb Daimler and was featured in 1909. Originally, it wasn’t incased in a circle, as it depicted the three modes of transport, land, sea and air.
Misconception:
1.The tri-blade stands for the vehicles that Mercedes Benz made engines for pre-war - automobiles,airplanes and ships.2.It resembles the "peace"sign which also resembles the "Cross of Nero" which is an upside-down cross with broken arms, which is regarded as a Satanic symbol.
For More Detail: Click Here
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3. BMW
Description:
BMW is an acronym for Bayerische Motoren Werke which is the most popular and lavish car model. It is a German auto manufacturer and it means Bavarian Motor Works in English. BMW can also Bavarian Money Wagens or Bank Manager Willing.
BMW’s logo is a tribute to the company’s history in aviation. The logo shows a propeller in motion with the blue part representing the sky. This is due to the company’s role of building aircraft engines for the German military during World War II.
Misconception:
1.Big Mexican Wang
2.black mans wheels. :-@
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4.Toyota
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Description:
Misconception:
1.
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For More Detail: Click Here
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5.Volkswagen
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Description:
The Volkswagen logo simply shows the letter of the company’s initials. The word “Volks” is German for people, while “Wagen” is German for car.The blue color in the Volkswagen logo represents excellence and class, while the white color depicts purity and charm.
For More Detail: Click Here
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