SREE KRISHNA POLYTECHNIC COLLEGE

“DWARAKA”, KALLIANCAUD,
NAGERCOIL – 629 003,
MARI DISTRICT,
TAMIL NADU.
DEPARTMENT OF AUTOMOBILE ENGINEERING
2019 - 2020

AUTOMATIC DIFFERENTIAL UNIT LOCKING SYSTEM

Project Members
Sl.No. Reg. No. Name of the Candidate

1 17242486 RAHUL ROBINSON

2 18242206 AJIN NAIR M S

3 18242207 AKASH T

4 18242211 BHUVANESH R

5 18242212 HARIDEV D

6 18242213 JAMES RAJ M

Guided by : Mr.B.MURUGAN,B.E.

1
 TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

LIST OF FIGURES x
LIST OF ABBREVIATIONS xi

1. INTRODUCTION 8

1.1 SYNOPSIS 8

1.2 INTRODUCTION 9
1.2.1 PROBLEM DEFINITION 9
1.2.2 EXISTING MECHANISM 9

2. LITERATURE SURVEY 12

2.1 DIFFERENTIAL WITH IMPROVED TRACTION 12

2.1.1 INTRODUCTION 12
2.1.2 CHARACTERISTIC FUNCTIONS
2.1.3 DIFFERENTIAL TORQUE TRANSFERS

2.2 LOKKA DISCUSSION – JOURNAL PAPER 17

2.2.1 DIFFERENCE TO A NORMAL DIFFERENTIAL 17

2.2.2 SIMPLE EXPLANATION OF

LOKKA'S OPERATION 19

2.2.3 100% POSITIVE LOCKING MECHANISM 21

2
 2.3.3 AUTOMATED INTER-AXLE DLS
ACTUATION ENHANCEMENT – JOURNAL

2.3.3.1 INVEX GEARING. 23

2.3.3.2 TORQUE BIAS RATIO 24
2.3.3.3 STRUCTURE FOR ACHIEVING 26
TORQUE BIAS
2.3.3.4 OVERALL BIAS CONTROL 29
2.3.3.5 BIAS RATIOS BETWEEN
DIFFERENT MODES

3. COMPONENTS AND DESCRIPTION 30

3.1 WHAT'S A DIFFERENTIAL?

3.1.1 THE FUNCTION OF A DIFFERENTIAL 32

3.1.2 TYPES OF DIFFERENTIALS

3.2 PNEUMATIC COMPONENTS

3.2.1 PRODUCTION OF COMPRESSED AIR 34

3.2.2 PNEUMATIC SINGLE ACTING CYLINDER 34
3.2.1.1 CYLINDER TECHNICAL DATA 34
3.2.1.2 SOLENOID VALVE 35

3.2.1.3 WORKING OF 3/2 SINGLE ACTING

SOLENOID VALVE 37
3.2.1.4 FLOW CONTROL VALVE 38

4. WORKING PRINCIPLE & DESIGN CALCULATIONS 40

3
 4.1 WORKING PRINCIPLE 41
4.2 DESIGN AND DRAWINGS 42

4.2.1 DESIGN OF PNEUMATIC CYLINDER

4.2.2 DESIGN OF PISTON ROD 43

4.3 TECHNICAL DATA 45

4.3.1 SINGLE ACTING CYLINDER

4.3.2 3/2 SOLENOID VALVE 46
4.3.3 FLOW CONTROL VALVE 48

5. PERFORMANCE OF DIFFERENTIAL UNIT 52

5.1 TORSION DIFFERENTIAL PERFORMANCE 54

5.2 VEHICLE TRAVEL ON STRAIGHT ROADS
57
5.3 VEHICLE TRAVEL THROUGH TURNS 58
5.4 CENTER BOX APPLICATION 61
5.5 CONCLUSION 65

6. COST ESTIMATION & CONCLUSION 66

7. REFERENCES 69

LIST OF FIGURES

3.1.1 WORKING OF A DIFFERENTIAL UNIT

4
4.1.1 BLOCK DIAGRAM OF THE WORKING UNIT
4.3.2 PNEUMATIC OPERATED SINGLE ACTING CYLINDER
4.3.3 SOLENOID CONTROL VALVE
4.3.4 FLOW CONTROL VALVE
4.3.5 ASSEMBLY LAYOUT OF THE AUTOMATIC DIFFERENTIAL
UNIT LOCK SYSTEM

LIST OF ABBERVIATIONS

σy – DESIGN STRESS in N/m2.

d- DIAMETER OF THE PISTON in mm.

ft – WORKING STRESS in N/m2.

t- MINIMUM THICKNESS OF THE CYLINDER in mm.

ri - INEER RADIUS OF THE CYLINDER in mm.

p- WORKING PRESSURE in N/m2.

dp - DIAMETER OF THE PISTON ROD in mm.

CHAPTER – 1

5
1.1 SYNOPSIS

The proposed mechanism is to lock the differential. By locking the differential the

differential is disengaged from the axle. Thus the power is directly transmitted to the axle

and hence to the wheels. This will considerably reduce the power loss in some occasions

when unwanted loss is happening due to the transmission if power from the shaft to the

differential and then to the axle and hence to the wheels. So in mechanism the unwanted

power loss in the due course of transmission through the differential is reduced.

There are some drawbacks in the existing mechanism and we overcome it in the proposed

project. The first is while climbing in steep hills the differential is not really needed as the

speed of the vehicle is low. And also there are some transmission loses in the differential.

So at this time the unit is locked and the loss is overcome. Then when a heavy truck is

struck in a pit or mud it is very difficult to recover the truck as the differential unit cuts

the power which is to be transmitted to the wheel struck. So in this project the unit is

disengaged and power is directly given to the axle by pneumatic means and so the

recovery is made easier. This is even made use in the vehicle to be driven in the dense

forests and even in dessert.

1.2 INTRODUCTION

6
1.2.1 PROBLEM DEFINITION

EXISTING MECHANISM

A differential is a device which is used in vehicles over a few decades and when a vehicle

is negotiating a turn, the outside wheel travels a greater distance and turns faster than the

inside wheel. The differential is the device transmitting the power to each wheel, allows

one wheel to turn faster than the other. It splits the engine torque two ways, allowing each

output to spin at a different speed. The differential is found on all modern cars and trucks,

and also in many all-wheel-drive (full-time four-wheel-drive) vehicles.

These all-wheel-drive vehicles need a differential between each set of drive wheels, and

they need one between the front and the back wheels as well, because the front wheels

travel a different distance through a turn than the rear wheels. Part-time four-wheel-drive

systems don't have a differential between the front and rear wheels; instead, they are

locked together so that the front and rear wheels have to turn at the same average speed.

This is why these vehicles are hard to turn on concrete when the four-wheel-drive system

is engaged.

CHAPTER - 2
7
 LITERATURE SURVEY

2.1 THE DEVELOPMENT OF A DIFFERENTIAL FOR THE IMPROVED

TRACTION CONTROL – JOURNAL PAPER.

2.1.1 INTRODUCTION

Traction management the ability to match available power to actual road conditions is a

concern shared by drivers and automotive engineers alike. With the Torsion differential,

the challenge of improving traction management in front and rear wheel drive vehicles,

all-wheel drive vehicles, and in a variety of applications of the various drives for use in

cars, trucks, military vehicles, construction and utility vehicles, and racing cars. This

paper explains the basic operating functions; various design alternatives, and the

possibilities for improving traction management provided by the Torsion differential.

(From the journal - Advanced differential traction control, Proakis J.G, Rader M.C, Ling F,

Nikias C.L. Macmillan Publishing Company, New York, 2006. ISBN- 0-02-396841-9.)

2.1.2 CHARACTERISTIC FUNCTIONS

The Torsion differential provides for the selection of an optimal compromise between the

two primary functions of any differential, namely, transmitting power from a single

power source to two drive axles (or shafts) and permitting independent rotation of the two

driven axles (i.e., differentiation).

8
This compromise enables an increase in the total amount of torque which can be

conveyed by the drive axles under all traction conditions, without unduly restricting

differentiation. Differentiation is necessary to accommodate different rotational speeds

between drive axles due to vehicle turning situations and variations in tire rolling radii.

These objectives are accomplished by associating the function of differentiation with a

proportioning torque between drive axles. The significance of this important

characteristic will be apparent from the following discussion, beginning with an

explanation of torque transfers within a differential.

2.1.3 A GENERAL STATEMENT OF DIFFERENTIAL TORQUE TRANSFERS

One of the two above-mentioned primary differential functions, the transmission of

power from a single driveshaft to the two driven axles is most closely associated with the

objective of traction actually; two types of torque transfers may be identified in

differentials. The first being the one primary function related to the transfer of torque

from a single power source (engine) to the two drives axles. The second type is the

transfer of torque between the drive axles. The two types of torque transfer are

interrelated, and it is an important characteristic of the Torsen differential to control

torque transfers between drive axles and thereby enhance the capacity of the differential

to transfer an increased amount of torque to the drive axles collectively.

2.2 LOKKA DIFFERENTIAL UNIT DISCUSSION PAPER

9
LOKKA is a fully automatic Differential Lock that does not require any manual

operation. It does not have switches, external lines, electric or pneumatic controls of any

sort. It relies on a simple but highly innovative mechanical design which makes use of

two distinct sets of forces - the "ground driven" forces acting on a wheel when cornering

(that force an outside wheel to turn faster) and the forces from the engine (power) turning

the diff. The combination of these two sets of opposing forces and the unique design

allow the automatic engagement and disengagement of the driving gears when a vehicle

turns or requires differential action.

(FORM THE JOURNAL- John. Markel and A. H. Gray, LOKKA electronic differential

concept the MITRE Corporation, Bedford, Massachusetts 01730, Vol. ASSP: 22, April 2007.)

2.2.1 DIFFERENCE TO A NORMAL DIFFERENTIAL

1. A normal diff is designed to perform two main (traction related) operations.

A - Transmit engine power via the drive train to the wheels

B - Allow "differential action" – i.e. allow the wheels to travel at different speeds to allow

cornering without drive train and tyre damage.

10
2. The traditional differential design allows for an infinitely variable rate of

differentiation ranging from the standard 50:50 where both wheels turn at the same speed

(straight line driving & the ideal for off-road) to a ratio of 100:0 where one wheel spins

freely and the other is not driven at all - (the big problem)

3. The design also allows for all power to be transmitted to the "path of least resistance"

which is fine on bitumen because both wheels always have some degree of traction but

off-road you often require substantial power and in this case even a small difference in

traction can result in wheel spin and hence total loss of traction.

4. An LSD (limited slip differential) is simply a standard differential with either a fixed

bias or a dynamic biasing mechanism which serves to only partially "lock up" the two

axles by way of clutch plates or special gear design. However most require that both

wheels still have some traction on the ground to operate and even when new will cause a

wheel in the air to spin uncontrollably so as to be completely ineffective where off road

traction is required.

5. LOKKA overcomes the traction deficiency of the standard differential so as to ensure

that 50:50 power split is achieved when driving irrespective of ground (or air !)

conditions, yet at the same time still allowing differential action when cornering on hard

ground.

2.3. AUTOMATED INTER-AXLE DIFFERENTIAL LOCKING SYSTEM

ACTUATION ENHANCEMENT

11
The just-mentioned characteristic of the Torsen differential may be best appreciated in

comparison with the inherent torque transfer characteristics of an 'open' or conventional

differential. The drive axles associated with an open differential are interconnected by a

bevel gear set designed to divide equal torque between drive axles. This arrangement will

not support any substantial torque difference between the drive axles and, as a

consequence, offers very little resistance to differentiation. Virtually any attempt to

deliver an increased amount of torque to one of the drive axles will result in rotation of

the gear set as evidenced by differential rotation between drive axles. For example, if one

of the drive wheels should lose traction, any attempt to deliver additional torque to the

other drive wheel having better traction will result in undesirable 'spin up' of the wheel

having poorer traction. The maximum amount of torque conveyed by the drive axles

collectively is limited to approximately twice the amount of torque supported by the drive

wheel having the least traction. It is this type of problem which is most often identified

with the need for improved traction management. The Torsen differential addresses this

need by providing for a torque proportioning characteristic between drive axles by

interconnecting the drive axles with an Invex gearing arrangement. This gearing is

designed to support a predetermined ratio of torques between drive axles.

(FROM THE JOURNAL - Automated inter-axle differential locking system

actuation enhancement Simon Haykin, 3rd edition, Prentice Hall International, New-Jersey,

ISBN 0-13-397985-7, Aug-2004, Vol-23, No. 8, pp 54-56)

12
VARIOUS CLAIMS OF THE CONCEPT:

2.3.2 INVEX GEARING:

Index gearing in a this differential includes a gear train arrangement comprised of two or

more pairs of satellite gears (called element gears') in mesh with central helical gears

(called 'side gears'). The pairs of element gears are interconnected with each other by

means of spur tooth engagement. This particular arrangement consists of six element

gears and two side gears. The number of element gear pairs used in a specific design is a

function of overall torque capacity and space requirements.

The modified crossed axis helical gear mesh, element gear to side gear, is designed and

processed to provide instantaneous elliptical contact for reduced tooth stress and

increased tooth overlap engagement. In addition, gear tooth helix angle, pressure angle

and tooth depth proportions are selected to further minimize stress and wear without

sacrifice to function.

2.3.2 TORQUE BIAS RATIO

13
The maximum torque ratio which is supported by a particular differential design is

termed 'bias ratio'. This term is expressed as the quotient of the torque in the higher

torque axle divided by the torque in the lower torque axle in proportion to unity.

The provision of bias ratio significantly affects the operative connection between drive

axles and represents a careful choice for controlling torque transfers between drive axles

to achieve optimum traction. A '4:1' bias ratio design means that the differential is capable

of delivering, to the drive wheel having better traction, four times the amount of torque

which can be supported by the lower traction drive wheel. In comparison with an open

differential, this means that, under the same conditions, a '4:1' bias ratio differential is

capable of delivering approximately two and one-half times more torque to the drive

axles collectively than an open differential.

Other means are also known for modifying the operative connection between drive axles

to provide for the transfer of additional torque to the drive axles collectively. For

example, many limited-slip differentials provide for preloading friction clutches to

oppose the transfer of torque between drive axles.

This frictional pre-load represents a particular minimum magnitude of resistance which

must be overcome to permit any relative rotation between drive axles which may

interfere with the operation of anti-lock braking systems. Also, since frictional forces are

continually active to resist differentiation, the friction clutches tend to wear, resulting in a

deterioration of intended differential performance.

14
In contrast to the limited-slip's continuous magnitude of frictional resistance to

differentiation, the torque biasing characteristic of the differential provides for a

maximum ratio of torque distributions between drive axles. For instance, as the amount

of torque being conveyed by the differential decreases, the amount of resistance to

differentiation also decreases. That is, even though the bias ratio remains relatively

constant, a proportional division of a lower magnitude of torque being conveyed by the

differential results in a smaller torque difference between drive axles.

In braking situations where little or no torque is being conveyed by the differential, a four

to one apportionment of torque between drive axles amounts to little or no torque

difference between drive axles. Thus, the differential will not support any appreciable

torque 'wind-up' between drive axles during braking and so does not interfere with the

operation of anti-lock braking systems. Another known approach to modifying the

operative connection between drive axles is to provide for resisting differentiation as a

function of the speed difference between drive axles.

It has long been appreciated that undesirable wheel slip is associated with very high rates

of differentiation. Differentials have been designed using fluid shear friction, which

respond to increased rates of differentiation by increasing fluid shear frictional resistance

to differentiation. The obvious problem with such 'speed sensitive' differentials is that

undesirable wheel slip has already occurred well in advance of its detection. Also, the

fluid shear friction designs generally rely on the changes in fluid temperature associated

with high differential shear rates to increase resistance to differentiation. However,

15
similar temperature changes may be associated with extended periods of desirable

differentiation, or may be influenced by changes in ambient temperature, so that

resistance to differentiation may vary throughout ordinary conditions of vehicle use.

The bias ratio characteristic of the differential instantly reacts to unequal traction

conditions by delivering an increased amount of torque to the drive wheel having better

traction before the other drive wheel exceeds the limit of traction available to that wheel.

The bias ratio characteristic also remains substantially constant over a wide range of

torque conveyed by the differential, and is not sensitive to changes in ambient

temperature or conditions of vehicle use.

(FROM - L.R Rabiner, B. S. Atal and, M.R. Sambur, analysis of torque control its variation

with position of analysis frame, Tran. on vehicle engineering; Vol. ASSP: 25, Oct 2003.)

CHAPTER - 3

COMPONENTS AND DESCRIPTION

16
3.1. DIFFERENTIAL:

WHAT'S A DIFFERENTIAL?

When a vehicle is negotiating a corner, the outside wheel has to travel a grater distance

than the inside wheel. Therefore, the outside wheel must turn faster than the inside wheel.

The differential is the device within the axle assembly which, in addition to transmitting

the power to each axle

shaft/wheel, allows one wheel to

turn at a different speed than the

other. A conventional open

differential sends equal amounts

of torque to both axle shafts (top).

If one wheel spins because of lost

traction, it is sustaining zero

engine torque, so zero engine torque is also going to the wheel with traction. Adding a

locking differential—in this case a No Spin locker (bottom)—mechanically links the two

shafts so that power will be delivered to both axles in all circumstances.

3.1.2 THE FUNCTION OF A DIFFERENTIAL:

 To aim the engine power at the wheels

17
  To act as the final gear reduction in the vehicle, slowing the rotational speed of the

transmission one final time before it hits the wheels

 To transmit the power to the wheels while allowing them to rotate at different

speeds (This is the one that earned the differential its name.)

3.1.3 TYPES OF DIFFERENTIALS

 Conventional or Open

 Limited Slip

 Automatic Locking

 Manual Locking

3.2 PNEUMATIC COMPONENTS

The word ‘pneuma’ comes from Greek and means breather wind. The word pneumatics is

the study of air movement and its phenomena is derived from the word pneuma. Today

pneumatics is mainly understood to means the application of air as a working medium in

industry especially the driving and controlling of machines and equipment.

Pneumatics has for some considerable time between used for carrying out the simplest

mechanical tasks in more recent times has played a more important role in the

development of pneumatic technology for automation.

Pneumatic systems operate on a supply of compressed air which must be made available

in sufficient quantity and at a pressure to suit the capacity of the system. When the

18
pneumatic system is being adopted for the first time, however it wills indeed the

necessary to deal with the question of compressed air supply.

The key part of any facility for supply of compressed air is by means using reciprocating

compressor. A compressor is a machine that takes in air, gas at a certain pressure and

delivered the air at a high pressure. Compressor capacity is the actual quantity of air

compressed and delivered and the volume expressed is that of the air at intake conditions

namely at atmosphere pressure and normal ambient temperature.

The compressibility of the air was first investigated by Robert Boyle in 1962 and that

found that the product of pressure and volume of a particular quantity of gas.

PV = C (or) PıVı = P2V2

In this equation the pressure is the absolute pressured which for free is about 14.7 Psi and

is of courage capable of maintaining a column of mercury, nearly 30 inches high in an

ordinary barometer. Any gas can be used in pneumatic system but air is the mostly used

system now a days.

3.2.1 PRODUCTION OF COMPRESSED AIR

19
Pneumatic systems operate on a supply of compressed air, which must be made available,

in sufficient quantity and at a pressure to suit the capacity of the system. When pneumatic

system is being adopted for the first time, however it wills indeed the necessary to deal

with the question of compressed air supply.

The key part of any facility for supply of compressed air is by means using reciprocating

compressor. A compressor is a machine that takes in air, gas at a certain pressure and

delivered the air at a high pressure. Compressor capacity is the actual quantity of air

compressed and delivered and the volume expressed is that of the air at intake conditions

namely at atmosphere pressure and normal ambient temperature.

Clean condition of the suction air is one of the factors, which decides the life of a

compressor. Warm and moist suction air will result in increased precipitation of condense

from the compressed air. Compressor may be classified in two general types.

1. Positive displacement compressor.

2. Turbo compressor

Positive displacement compressors are most frequently employed for compressed air

plant and have proved highly successful and supply air for pneumatic control application

3.2.2 PNEUMATIC SINGLE ACTING CYLINDER:

Pneumatic cylinder consist of A) PISTON B) CYLINDER

20
The cylinder is a Single acting cylinder one, which means that the air pressure operates

forward and spring returns backward. The air from the compressor is passed through the

regulator which controls the pressure to required amount by adjusting its knob. A

pressure gauge is attached to the regulator for showing the line pressure. Then the

compressed air is passed through the single acting 3/2 solenoid valve for supplying the air

to one side of the cylinder. One hose take the output of the directional Control (Solenoid)

valve and they are attached to one end of the cylinder by means of connectors. One of

the outputs from the directional control valve is taken to the flow control valve from

taken to the cylinder. The hose is attached to each component of pneumatic system only

by connectors.

3.2.2.1 CYLINDER TECHNICAL DATA:

Piston Rod: M.S. hard Chrome plated

Seals: Nitrile (Buna – N) Elastomer
End Covers: Cast iron graded fine grained from 25mm to 300mm
Piston: -Aluminium.
Media: -Air.
Temperature Range: 0°c to 85°c

3.2.2.2. SOLENOID VALVE:

21
The directional valve is one of the important parts of a pneumatic system. Commonly

known as DCV, this valve is used to control the direction of air flow in the pneumatic

system. The directional valve does this by changing the position of its internal movable

parts. This valve was selected for speedy operation and to reduce the manual effort and

also for the modification of the machine into automatic machine by means of using a

solenoid valve. A solenoid is an electrical device that converts electrical energy into

straight line motion and force. These are also used to operate a mechanical operation

which in turn operates the valve mechanism. Solenoids may be push type or pull type.

The push type solenoid is one in which the plunger is pushed when the solenoid is

energized electrically. The pull type solenoid is one is which the plunger is pulled when

the solenoid is energized. The name of the parts of the solenoid should be learned so

that they can be recognized when called upon to make repairs, to do service work or to

install them.

3.2.2.3 WORKING OF 3/2 SINGLE ACTING SOLENOID (OR) CUT OFF VALVE

The control valve is used to control the flow direction is called cut off valve or solenoid

valve. This solenoid cut off valve is controlled by the emergency push button. The 3/2

Single acting solenoid valve is having one inlet port, one outlet port and one exhaust port.

The solenoid valve consists of electromagnetic coil, stem and spring. The air enters to the

pneumatic single acting solenoid valve when the push button is in ON position.

Technical Data:

Size : ¼”

22
Pressure : 0 to 7 kg / cm2
Media : Air
Type : 3/2
Applied Voltage : 230V A.C
Frequency : 50 Hz
3.2.2.4 FLOW CONTROL VALVE:
Technical Data:
Size : ¼”
Pressure : 0 to 10 N/m2
Media : Air
Purpose:
This valve is used to speed up the piston movement and also it acts as an one – way

restriction valve which means that the air can pass through only one way and it can’t

return back. By using this valve the time consumption is reduced because of the faster

movement of the piston.

CHAPTER – 4

23
 WORKING PRINCIPLE & DESIGN CALCULATIONS

4.1 WORKING PRINCIPLE

The main purpose of this project is to lock the differential or to disengage the differential

at the time when it is needed to be. So to lock the differential we need to connect the two

shafts on the either side so that the differential has no effect on the axle. Now to connect

the two shafts we use two circular plates on the either sides of the differential. Both are in

such a way that they get mated as soon as possible even in their rotation. So when the

pneumatic valve is actuated then one of the plates is pushed to the other so that the plates

get mated and hence the shafts are connected. So thus the differential is disengaged. To

engage the differential again a spring is used to push the plates apart. Thus this is the

working principle of this project.

BLOCK DIAGRAM

24
 PUSH BUTTON
OR SWITCH

COMPRESSOR FLOW CONTROL SOLENOID

(OR) AIR TANK VALVE OPERATED VALVE

DIFFERENTIAL LEVER
UNIT MECHANISM PNEUMATIC CYLINDER

Fig. 4.3.1 BLOCK DIAGRAM OF THE WRKING UNIT

4.3 TECHNICAL DATA

4.3.1. Single acting pneumatic cylinder

Stroke length : Cylinder stoker length 100 mm

Quantity : 1

Seals : Nitride (Buna-N) Elastomer

End cones : Cast iron

Piston : EN – 8

Media : Air

Temperature : 0-80 º C

Pressure Range : 8 N/m²

25
 Fig. 4.3.2 PNEUMATIC OPERATED SINGLE ACTING CYLINDER

4.3.2 3/2 solenoid valve:-

Technical Data:

Size : ¼”

Pressure : 0 to 8 N/m2

Media : Air

Type : 3/2

Applied Voltage : 230V A.C

Frequency : 50 Hz

26
 Fig. 4.3.3 SOLENOID CONTROL VALVE

4.3.3. Flow control Valve

Port size : 0.635 x 10 ֿ² m

Pressure : 0-8 x 10 ⁵ N/m²

Media : Air

Quantity : 1

27
Fig. 4.3.5 ASSEMBLY LAYOUT OF THE AUTOMATIC DIFFERENTIAL

LOCK UNIT SYSTEM

28
 CHAPTER - 5

PERFORMANCE OF DIFFERENTIAL UNIT

5.1 TORSION DIFFERENTIAL PERFORMANCE

The Torsion design makes important contributions to vehicle performance, especially

with respect to the concerns of traction management. These contributions may be better

understood with respect to familiar vehicle operating conditions which give rise to

problems of traction management.

5.2 VEHICLE TRAVEL ON STRAIGHT ROADS

On smooth, dry, straight road surfaces, with no apparent traction management problem,

Torsion differential performance is virtually undetectable from that of an open

differential. However, on slippery road surfaces where one of the drive wheels does not

have adequate traction to support at least one-half of the applied engine torque to the

differential housing, the Torsion differential delivers an increased amount of the applied

torque to the drive wheel having better traction. The amount of additional torque which

can be delivered to the wheel having better traction is limited only by the bias ratio or the

amount of traction available to that wheel.

Of course, it is never possible to deliver more torque to the drive wheels than the torque

which combined traction of the drive wheels will support. However, a Torsion differential

29
designed with an appropriate bias ratio assures that, for most vehicle operating

conditions, the vehicle can deliver all of the torque which combined traction of the drive

wheels will support.

5.3 VEHICLE TRAVEL THROUGH TURNS

In turning situations, the outside wheels of a vehicle travel over more distance than the

inside wheels. Accordingly, the inside and outside drive wheels must rotate at slightly

different speeds (i.e., differentiate) to maintain rolling traction with the road. A torque

division between drive axles at the bias ratio is a precondition for differentiation under all

circumstances of operation. Essentially, in order for one drive wheel to rotate faster than

the other, the drive wheel having greater resistance to rotation slows with respect to the

differential case and transfers torque to the other wheel contributing to its faster rotation.

The Torsion differential resists transfers of torque between drive wheels in proportion to

the torque applied to the differential housing, and these results in a larger proportion of

the applied torque being delivered to the slower rotating drive wheel. Therefore, bias ratio

should be selected to provide the maximum traction advantage that will still allow both

drive wheels to deliver significant portions of engine torque in turns. However, even in

turning situations, the Torsion differential enhances traction management.

Since torque is already distributed in increased proportion to the inside drive wheel, it is

exceedingly unlikely that the outside drive wheel will ever exceed available traction and

'spin up'. Alternatively, should the torque of the inside wheel exceed available traction in

30
a turn, it is equally unlikely for this wheel to 'spin up' since such a 'spin up' would still

require a difference in traction between drive wheels which exceeds the bias ratio.

Ordinarily, when the inside wheel exceeds available traction, differentiation ceases and

torque is divided in more even proportion between drive axles determined by the

maximum torque that can be sustained by the inside drive wheel. Thus, in all directions of

travel, the Torsion differential will resist 'spin up' of either drive wheel by instantly

dividing torque between drive axles in proportions up to the bias ratio to match prevailing

traction conditions.

5.4 CENTER BOX APPLICATION

Although the differential has been mostly described with respect to its use between drive

axles, it should be understood that analogous performance can be expected from use of

the differential as an operative connection between drive shafts to the front and rear axles.

For example, traction management is enhanced in such 'center box' applications by

assuring that more of the traction of the front and rear drive wheels is available for use.

5.5 CONCLUSION

The Torsion differential exhibits a torque biasing characteristic which matches available

engine power to changing traction conditions.

In particular, Index gearing provides special design opportunities to match different

biasing characteristics with different vehicle applications and conditions of use to best

31
accommodate traction considerations in each instance. Gleason's applied engineering can

provide optimal Torsion differential designs to meet a wide variety of traction

management requirements.

APPLICATIONS & ADVANTAGES

APPLICATIONS

All Four wheeler application

ADVANTAGES

 Less Manual force is required to locking the differential unit

 This pneumatic system is also working with the help of air tank

 Time consumption is less

 More efficient system and simple in construction

DISADVANTAGES

 High Initial cost.

6.3 CONCLUSION

SUMMARY OF THE WORKDONE

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 This project work has provided us an excellent opportunity and experience, to use
our limited knowledge. We gained a lot of practical knowledge regarding, planning,
purchasing, assembling and machining while doing this project work. We feel that the
project work is a good solution to bridge the gates between institution and industries.

We are proud that we have completed the work with the limited time successfully. The
AUTOMATIC LOCKABLE DIFFERENTIAL is working with satisfactory
conditions. We are able to understand the difficulties in maintaining the tolerances and
also quality. We have done to our ability and skill making maximum use of available
facilities. In conclusion remarks of our project work, let us add a few more lines about
our impression project work.

In concluding the words of our project, since the locking of the differential is very much
useful in reducing a considerable amount of loss due the transmission through the
differential and also in recovering the heavy trucks from pits in rainy season this could be
a source for the above said solutions.

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 BIBLIOGRAPHY

1. G.B.S. Narang, “Automobile Engineering”, Khanna Publishers, Delhi, 1991, pp 671.

2. Pneumatic Control System----Stroll & Bernaud, Tata Mc Graw Hill Publications,

1999.

3. Yoshinari Awaji, Toshiaki Kuri, Wataru Chujo, Mitsuru Naganuma, and Ken-ichi

Kitayama, "Differential-phase-to-intensity conversion based on injection locking of a

semiconductor laser," Opt. Lett. 26, 1538-1540 (2001)

4. Shu Yongping (East China Shipbuilding Institute.Zhenjiang. Jiangsu. Theoretical

Calculation and Experimental Verification of the Exciting Force in Gear

Transmission.

5. Effects of locking differentials on the snaking behavior of articulated steer

vehicles, International Journal of Vehicle Systems Modelling and Testing 2007 - Vol.

2, No.2 pp. 101 – 127.

6. www.4wdsystems.com.au/pdf/LOKKA%20discussion%20paper.pdf

lokka differential locker paper.

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