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Free Auto Mechanic Classes Online – We are facing an important phase change. In the previous post we completed the digital phase and in this post we will start with the physical phase.

The two previous phases, style and digital, were phases in which the producer used few material resources. Making the model out of clay is probably where the most material was used, but that will change completely once you get to the physical stage of building the car. Costs in the physical phase begin to rise. It is well known that many manufacturers use the same vehicle platforms to save development and production costs.

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In this physical stage, as the name suggests, we have already started working with the prototypes in a physical way. In this post, we will see a brief introduction and present the main tests carried out by brands. We will cover each essay in detail in the following posts.

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Here we already have a real prototype, we are not talking about a clay model, but about functional prototypes. Initially, small pre-production batches are produced until everything is ready for SOP (start of production). At this point, at least three years will have passed since the start of the project. The total investment will reach from 600 mln. EUR up to 1,400 million EUR if the new platform is used. These numbers will vary greatly depending on the manufacturer, the number of tests performed, if it uses a common platform, if it acquires technology already on the market or implements technological innovations, production processes, economies of scale. .. Many factors influence, but in any case it is an investment of millionaires to start production of a new model.

For a mass-produced model like any traditional station wagon, this benefits from economies of scale. That is, let’s take the windshield as an example. It’s not the same as asking a supplier for a custom windshield or a million of them. The unit price will be much lower the more units are produced for the same windshield. First, because it has greater bargaining power with the supplier. Second, the damping of the machinery used to manufacture the windshield will be much higher. If the machines or molds needed to produce the component in the desired shape cost €100,000, that would be an impact of €0.1 if we produced one million windshields. This price is more than acceptable, on the other hand, for a single windshield, it would be an unacceptable price.

Contrary to what we might think, the overall cost of producing a supercar is lower than that of a utility vehicle. Although the unit cost of a utility vehicle is much lower. In other words, a utility vehicle costs less to produce per unit than a supercar. But if we consider the overall business indicators; Building a factory ready to produce thousands and thousands of utility vehicles is much more expensive than supercars in limited quantities. Therefore, when all costs are considered, utility vehicles are more expensive to produce than supercars.

While the utility vehicle benefits from economies of scale, producing such a volume of vehicles requires incredibly complex and automated manufacturing processes to reduce the unit cost of each vehicle. Meanwhile, small quantities require smaller equipment and do not require a lot of automation.

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While big brands require massive factories full of robots, many supercars are built in warehouses with boxes where each of these vehicles is assembled by hand. Due to the wide variation in vehicles produced, production time and costs are not nearly as optimized as in traditional utility vehicle production. But in production, we will go into details, once we know about the numbers being handled, let’s look at the physical stage of building the car.

1 – Test phase where we will assemble the model, make sure all the parts match and their tolerances are correct. One of the most difficult parts of designing a car is getting everything to fit. We have to consider that hundreds of engineers are working in different locations for the same purpose, which requires a lot of coordination and control. That’s why we can’t easily make part changes during the design stage, there is a tedious bureaucratic process of inspection and control. Changing one part that wasn’t properly communicated would require different engineering teams to work on it. different versions of the model, one with an updated part and the other outdated; which would be a disaster.We are not alone in actual vehicle construction.

Therefore, in the test phase, we make sure that everything is the right size. This is a really interesting stage because the engineers buy the parts separately and have to create a car that doesn’t exist in reality yet.

2 – Test Phase: Here we check all possible parameters of the vehicle. From the tightness of the cabin to the famous crash tests. Durability tests are also carried out where drivers drive the vehicle in extreme environments on long journeys to verify that the car lives up to what was promised. In this phase, we will test the technology that will be used for the production model.

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When it comes to the car design process, there is always a tendency to show the “Concept Development” part, which would be the styling phase, culminating in a clay model (Frozen Model). This is an impressive milestone, but there are many more milestones. after which the specialized media rarely talks about. Perhaps this is partly due to the secrecy and limited access of journalists to these types of tests. With the exception of crash tests and wind tunnels, the remaining phases are sometimes almost a mystery.

If we look at the bottom of the table, “Product Definition” refers to the style stage and the digital stage. In this free car course we will go further and see the remaining phases, this is the most secret. part of car development. At this stage, the manufacturer already invests huge sums of money and begins to create the first functional prototypes. That is why every step is checked and analyzed. We see two types of continuous checks in these processes:

FMEA – Failure Mode and Effects Analysis: To prevent defects by identifying causes. It is widely used in engineering, not only in the automotive industry.

DVP & R (Design Verification Plan and Report) – Simply put, it’s a process to verify that a design meets what’s specified and can proceed.

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In the table we see the nomenclature PT1, which refers to this first batch of prototypes. The end of development ends with the production of the model (SOP = Start of Production). Nevertheless, we will continue and see the production and marketing of the vehicle, which we talked about seeing a full cycle a few months ago. , it was definitely over.

Additionally, after inspecting the components and requesting a quote from suppliers, the brand begins a process known as the Production Part Validation process to ensure that the supplier properly understands the engineering requirements set by the brand.

You don’t need to know these names right now, but once you’re in the industry, we recommend that you review this course and all of these process names as it will give you a really huge advantage.

We will be using a series of prototypes that will increasingly resemble the production model, these are known as development mules and are authentic labs on wheels. In the initial stage, these mules receive pieces from other models. There is an interest in testing very specific aspects of the vehicle.

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For example, if you want to test the suspension, the headlights that the mule carries are not important, so the engineers will put the car that fits best, as long as it is a very preliminary analysis of the prototype. As a result, the first mules are mixtures of one car and another.

At the end of the day, it’s all about optimization, and you can’t build full prototypes for every test because they’re prohibitively expensive, so whatever you can from existing models is reused.

In later stages, a series will be ready that will be identical to the production model, both mechanically and aesthetically. This pre-series will try to be the same as the final version, although it is common to see minimal changes in certain aspects to complete the final details.

Vehicles are designed in closed and restricted access rooms. Although camouflage makes them stand out more on the street and do not go unnoticed, they are disguised in such a way as to hide the important details of the car; such as the grille or new optics, as well as the overall lines of the vehicle. Sometimes they have fake projections made of cardboard or plates.

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There are many types of camouflage,

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