AUTOMATIC DIFFERENTIAL UNIT LOCKING

SYSTEM

A PROJECT REPORT

Submitted by

MURALI KRISHNAN. P 12008114053

PRASANNA KUMAR. S 12008114059
KISHORE KUMAR. M 12008114042
PRAVEEN KUMAR. B 12008114063

in partial fulfillment for the award of the degree

of

BACHELORS OF ENGINEERING
in

MECHANICAL ENGINEERING

VELAMMAL ENGINEERING COLLEGE, CHENNAI.

ANNA UNIVERSITY:: CHENNAI 600 025

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 ANNA UNIVERSITY : CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this project report ”AUTOMATIC DIFFERENTIAL UNIT

LOCKING SYSTEM” is the bonafide work of MURALI KRISHNAN. P,

PRASANNA KUMAR. S, KISHORE KUMAR. M, PRAVEEN KUMAR. B

who carried out the project work under my supervision.

SIGNATURE SIGNATURE

Dr. M. BALASUBRAMANIAM MR. FRANK GLADSON

HEAD OF THE DEPARTMENT SUPERVISOR, Lecturer

Dept. of Mechanical Engg. Dept. of Mechanical Engg.

Velammal Engineering College, Velammal Engineering College,
Velammal Nagar, Velammal Nagar,
Ambattur – Red hills Road, Ambattur–Red hills Road,
Surapet, Chennai – 600 066. Surapet, Chennai – 600 066.

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 ACKNOWLEDGEMENT

At this pleasing moment of having successfully completed our project, we wish to

convey our sincere thanks and gratitude to the management of our college and our
beloved chairman M. V. Muthuramalingam who provided all the facilities to us.

We would like to express our sincere thanks to our principal , for forwarding us to
do our project and offering adequate duration in completing our project.

We are also grateful to the Head of Department Prof. Balasubramaniam for His
constructive suggestions & encouragement during our project.

With deep sense of gratitude, we extend our earnest & sincere thanks to our guide,
Mr. Frank Gladson, Department of Mechanical engineering, for his kind guidance
& encouragement during this project.

We also express our indebt thanks to our Teaching and Non Teaching staffs of
Mechanical Engineering Department, of Velammal Engineering College.

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 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
1.3 FEASIBILITY STUDY
1.3.1 TECHNICAL FEASIBILITY 10
1.3.2 ECONOMIC FEASIBILITY 11
1.3.3 OPERATIONAL FEASIBILITY 11

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

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 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

2.3.3 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

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 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

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

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 LIST OF FIGURES

3.1.1 WORKING OF A DIFFERENTIAL UNIT

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.

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 CHAPTER – 1

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

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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

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.

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1.3 FEASIBILITY STUDY

The objective of a feasibility study is to test the technical, economic, behavioral and

operational feasibility of developing a new mechanism. This is done by investigating and

generating ideas about the same. The proposed project must be evaluated from technical

viewpoints first, and if technically feasible its impact on the environment must be

assessed. If compatible operational and technical aspects can be devised, then they must

be tested for economic feasibility.

1.3.1 TECHNICAL FEASIBILITY

The assessment of technical feasibility must be based on an outline design of project

requirements in terms of the mechanism used and the drives and components used to

execute the above said mechanism. The components used should be correctly utilized and

the drives also should be exactly used to execute a technically feasible mechanism.

1.3.2 ECONOMIC FEASIBILITY

Economic feasibility deals with the analysis of costs against benefits (i.e.) whether the

benefits to be enjoyed due to the new mechanism is worthy when compared with the

costs to be spent on the older mechanism. The cost is observed to be cheaper when it is

produced in a mass production than produced in a small amount.

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1.3.3 OPERATIONAL FEASIBILITY

Operational feasibility analysis is performed to check whether the proposed mechanism is

operationally feasible. The mechanism is effective and performs the process desired in

very effective manner and thus overcoming the drawbacks found in the already existing

mechanism. In future any sort of alterations can be made in the project as per the

requirements as modification and enhancements in the system is found to be easier.

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 CHAPTER - 2

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.)

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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).

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

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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

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.)

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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.

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

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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.

2.2.2 SIMPLE EXPLANATION OF LOKKA'S OPERATION

The LOKKA mechanism allows a wheel to turn faster than the speed the diff is driving it

- (differential action), but never allows a wheel to turn slower than the speed the diff and

engine is turning it - (traction). Thus a wheel cannot ever stop turning if the engine is

driving it, but in a corner it can be forced to actually turn faster. Unlike a normal diff the

engine can never drive one wheel faster than the other.

2.2.3 100% POSITIVE LOCKING MECHANISM

LOKKA is positive locking, meaning there is no slippage when locked - there is a

mechanically solid engagement of all parts. In contrast an LSD is not positive locking

and does allow slippage and one wheel "spin up" - the spinning of one wheel at twice the

diff speed while the other wheel having traction remains motionless. This means that you

get 100% of drive and traction to both wheels.

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LOKKA design is by sight extremely simple - in fact so simple that most people cannot

understand how it can operate so well. It uses less than half the mechanical components

of others, weighs less because no new carrier is needed and for these reasons costs less.

2.2.4 DYNAMIC LOCKING PRINCIPAL

1. Unlike other types of Lockers the LOKKA has a locking and unlocking principal that

is dynamic. The more power that is applied the harder it locks so it doesn't need large bias

forces constantly operating on it to keep it locked, the bias spring forces are minuscule

and can be easily compressed with two fingers. This results in a locker that is able to lock

and unlock extremely easily even when driving on some of the most slippery of surfaces.

The locking mechanism is so sensitive that a wheel can be disengaged with one finger

when a wheel is jacked up off the ground.

2. LOKKA's engineering principal is based on two sets of opposing forces but

simplified . . . there are two forces acting on the internal gear sets

A. - one acting to unlock the cam and axle gears by the gear tooth design and effects of

the ground driven forces acting on a wheel when cornering,

B. - the other to lock the cam and axle gears due to the camming action of the cross shaft

and axle gear due to a 4 dimensional spiral cut cam groove with bearing surfaces under

the effects of engine power.

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3. Depending on the situation the locker can either uncouple or couple the driving gears.

i.e. if the differential forces acting on a wheel to turn it faster than the wheel is being

driven by the diff and engine, then that side can freely disengage and hence unlock and

provide differential action. (J.Makhoul, Stable and efficient Methods for Linear traction

variation, Tran. On Advanced torque bias, Vol. ASSP: 25, Oct 2002. )

2.2.5 THE MOST AFFORDABLE LOCKER

LOKKA is by far the lowest cost and value for money diff lock available in the world.

The cost reductions are achieved by the economy of low part numbers, reduction in

materials, assembly labor, machining and an overall weight reduction in freight. In

addition the unit can be fitted DIY and results in substantial savings. It is not just cheaper

at the cost of performance - it out performs and has better road handling characteristics

than opposition products and is more durable, reliable and stronger than other lockers.

i. VERY LOW BACKLASH

LOKKA has approximately half the backlash of some other automatic lockers and

achieves this through its different design principal. In particular it does not suffer from a

large amount of backlash in the driving teeth. LOKKA uses specialized low profile gear

sets (small, wide teeth) which have no backlash (almost zero) when engaged means that

operation is smoother - the backlash in the unit is restricted principally to the ramping

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and camming action that occurs between the cross shaft acting in the groove cut in the

cam gear. Because the camming action is smooth and progressive rather than sharp and

abrupt it results in well mannered driving characteristics.

ii. LOAD TRANSFER AND STRENGTH

LOKKA design uses a large number of very low profile teeth which collectively do all

the ramping and the driving.

Engine power is transferred through the flats of all 20 teeth at the same time rather than

the original standard diff which has only 2 or 4 teeth driving at a time with all the force

being transmitted between two points on the curved surfaces of the pinion and side gear

teeth. LOKKA has a total linear length of approx. 12 cm and surface area of around 3cm2

and hence has 2-5 times greater surface area over which to transfer the engine power.

This means that LOKKA can handle substantially more power than the original

differential gears and can do so without wearing out, because when driving and locked

there is no longer any of the slipping and sliding that occurs when the traditional spider

and side gear turn and mesh.

iii. ELIMINATION OF EXCESSIVE TYRE WEAR

If a wheel can differentiate easily and the locking and unlocking characteristics are

smooth rather than harsh, then the 4WD owner will eliminate excessive tyre wear and

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drive train damage common when differential action is hampered or the locker does not

allow easy unlocking.

iv. EXCELLENT ON ROAD HANDLING

2WD on road handling is the best available and a front fitment has no affect, even with

the hubs locked (exception : not suitable for C4WD).

Off road steering with a front fitment is virtually unchanged - you may experience a

slight tightening of the steering wheel in some situations but is barely noticeable except

where the effects of tail shaft windup can occur on hard surfaces (as it does without).

This is because you are feeling the effects of both wheels driving with 100% traction on

the round. Depending on the terrain and driving style there may be some element of

under steer but it is minimal.

v. ELIMINATES THE HARSH NOISY ACTIONS

1. A correctly installed LOKKA to a vehicle in sound condition will be a pleasure to

drive and will rarely yield a noise much louder than a metallic clicking. An occasional

metallic clack can occur in some circumstances and if occurs frequently should be

checked.

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vi. PREVENTS ONE WHEEL SPIN UP

1. The single cause of one wheel spin up and the resultant axle and drive train damage

that occurs when the spinning wheel suddenly bites onto something solid is caused by an

standard differential allowing all power to flow through the path of least resistance and

differentiate in the ratio 100:0 ie 100% drive to one wheel on a poor traction surface and

0% on firm ground.

2. With LOKKA this can never occur - it is not physically possible to drive one wheel

faster than the other - thus with two wheels constantly driving at exactly the same speed

you will negotiate slippery obstacles in a controlled fashion and alleviate the sudden

stress loading of drive train components. However the increased traction of a vehicle will

often result in the vehicle negotiating seemingly impossibly difficult obstacles and as

such common sense and due care are required for the vehicle to ensure the safety of the

occupants and prevent damage to the vehicle.

vii. APPROACH OBSTACLES AT LOWER SPEED

1. If a vehicle has adequate traction on the ground it does not require such large amounts

of momentum, thus a LOKKA equipped vehicle will be able to negotiate difficult

obstacles that were previously only possible with the use of high speed and momentum.

By eliminating speed from your obstacle negotiation you will be able to drive more

safely, with better planning, improve reaction times and in particular keep all 4 wheels on

the ground thereby improving traction even further and saving your car, your belongings,

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passengers, drive train and suspension from damage. Better yet you don't have to be an

expert driver to do so because with good traction you need only drive normally.

2.3. AUTOMATED INTER-AXLE DIFFERENTIAL LOCKING SYSTEM

ACTUATION ENHANCEMENT

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

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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)

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.

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2.3.2 TORQUE BIAS RATIO

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.

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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.

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.

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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,

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.)

2.3.3 STRUCTURE FOR ACHIEVING TORQUE BIAS

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As previously stated, the torque biasing characteristic of this differential is achieved by

interconnecting the drive axles with an Index gearing configuration which selectively

controls the generation of frictional torques within the differential.

It is important to note that there are no intrinsic forces or pre-loads within the

differentials which affect transfers of torque between drive axles. All of the forces which

are controlled to produce frictional resistance between drive axles are derived from

transfers of torque between a single drive source and the drive axles.

The characteristic of torque bias is achieved in a very simple way. It is well known that

frictional forces are determined by the product of the coefficient of friction of a given

surface and the normal force applied to that surface. Frictional torque, of course, is

merely the application of that normal force at an effective frictional radius. All of the

forces which are active within the differential are derivable from the torque which is

being conveyed by the differential and the friction coefficients of surfaces within the

differential.

Therefore, all of the frictional forces which are generated within the differential, and all

of the resulting resistant torques which oppose the transfer of torque between drive axles,

are proportional to the torque being conveyed by the differential. Since the maximum

difference in torque between drive axles which can be supported by friction is

proportional to the combined torque of the drive axles, the maximum bias ratio remains

constant with respect to changes in the combined drive axle torques.

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In addition to providing a geared interconnection between drive axles which permits the

usual opposite relative rotation between the drive axles, the gearing also distributes forces

which may be generated to resist differentiation over a large number of different surfaces

within the differential. The surfaces over which the Invex gearing distributes forces are

designed with different coefficients of friction and the Invex gearing is designed to

distribute different loads between the surfaces. Collectively, the surfaces and the gearing

are designed to distribute wear evenly over the surfaces and to control the overall amount

of friction within the differential needed to achieve a desired bias ratio.

The twenty-one components which make up the differential are shown in Figure 4. All

components of the Index gear system are contained within the housing. Input power

usually is transmitted to the housing by way of a ring gear (crown wheel) bolted to the

housing itself. Trunnion are adapted to receive bearings by which the housing is

rotatively supported and retained within the axle carrier assembly. These Trunnion also

receive the respective axle ends which are splined to the side gears within the housing.

Each side gear meshes with element gears arranged at intervals about the periphery of the

associated side gears; tangent to, and in engagement with, the pitch surfaces of the side

gears. Each of these element gears is formed with a helical middle portion and spur gear

end portion. Each side gear meshes with the middle portion of these associated element

gears. At the same time, the integral spur gear portion of each element gear meshes with

the spur portion of its adjacent element gear. Element gears are shaft-mounted by means

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of their associated journal pins. The number of element gears and associated hardware

may vary.

However, the usual arrangement has three sets of element gear pairs arranged at 120

degree intervals as illustrated. It is this arrangement of Invex gearing that provides for (a)

connecting the drive axles for opposite directions of relative rotation with respect to the

differential housing and, (b) controlling the transfer of torque between drive axles.

Completing the hardware complement are thrust washers used between each end of each

side gear, between side gears and the housing. Selection of thrust washers is important in

determining the operating characteristics for each application. Proprietary Gleason

models permit pre selection of components with a high degree of accuracy with respect to

actual vehicle characteristics.

2.3.4 OVERALL BIAS CONTROL

The differential may be designed with different bias ratios ranging from approximately

'2.5:1' to '6:1' or higher. This may be accomplished by varying the side gear helix angles,

or by altering the friction characteristics for the primary components. An increase in helix

angle increases the thrust component of the side gear meshes along the axis of the side

gears so that smaller portions of the loads communicated by the side gear meshes are

related to rotation of the side gears.

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In addition, the higher thrust component along the axis of the side gears increases

frictional resistance at the end faces of the side gears which opposes side gear rotation

and thereby further contributes to an increase in bias ratio.

2.3.5 BIAS RATIOS BETWEEN DRIVE AND COAST MODES

It is also an important design freedom to provide for different effective bias ratios

between vehicle driving and coasting modes. Since the Torsen differential is designed to

have little or no effect on vehicle performance unless torque is being transferred by the

differential, it should be understood that what is meant by the coasting mode is actually

vehicle deceleration caused by engine braking. This mode is most evident with standard

shift vehicles engaged in downshifting.

Index gearing also makes possible this important design alternative. The side gears within

the differential are designed with the same hand of helix angle. When engine power is

applied to the differential (i.e., drive mode), both side gears are thrust against the same

end of the differential housing. Alternatively, when the engine is used to brake the drive

wheels (i.e., coast mode), the side gears are thrust against the opposite end of the housing.

This feature provides an opportunity to vary frictional characteristics between opposite

ends of the housing to vary bias ratios between the opposite directions of power transfer

through the differential. The possibilities for independently varying bias ratios between

the two directions of power transfer enables the differential to be designed with one bias

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ratio to compensate for undesirable steering effects associated with downshifting and a

second bias ratio which is selected for most other purposes.

CHAPTER - 3

COMPONENTS AND DESCRIPTION

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).

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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.

WHY YOU NEED A DIFFERENTIAL

Car wheels spin at different speeds, especially when turning. You can see from the

animation below that each wheel travels a different distance through the turn, and that the

inside wheels travel a shorter distance than the outside wheels. Since speed is equal to the

distance traveled divided by the time it takes to go that distance, the wheels that travel a

shorter distance travel at a lower speed. Also note that the front wheels travel a different

distance than the rear wheels. For the non-driven wheels on your car -- the front wheels

on a rear-wheel drive car, the back wheels on a front-wheel drive car -- this is not an

issue.

There is no connection between them, so they spin independently. But the driven wheels

are linked together so that a single engine and transmission can turn both wheels. If your

car did not have a differential, the wheels would have to be locked together, forced to

spin at the same speed. This would make turning difficult and hard on your car: For the

car to be able to turn, one tire would have to slip. With modern tires and concrete roads, a

great deal of force is required to make a tire slip. That force would have to be transmitted

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through the axle from one wheel to another, putting a heavy strain on the axle

components.

3.1.2 THE FUNCTION OF A DIFFERENTIAL:

 To aim the engine power at the wheels

 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

i. OPEN DIFFERENTIALS:

Use two side gears inside the differential case. Each gear is splined to accept an axle

shaft. These side gears are in turn driven by a set of spider gears. The spider gears, also

inside the differential case, ride on a shaft which is pinned into the differential case and

through which all the power is transmitted. The case is driven by the ring gear which is

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bolted fast to the case. The conventional differential is fitted as standard equipment on

most vehicles.

On paved roads this system is very successful, giving predictable handling, even tire wear

and requiring very little maintenance. However, in off road situations where traction

surfaces vary greatly, this type of differential has a major limitation. When one wheel has

greater traction than the other, all the power will be directed to the wheel with the least

traction. For example, if one wheel is in the air and the other wheel is still on a hard

surface, then all the power will be transferred to the wheel in the air. No power will go to

the one on the ground and the vehicle will not move.

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 Fig. 3.1.1 WORKING OF A DIFFERENTIAL UNIT

ii. LIMITED SLIPS:

(LSD's) come in a variety of designs. Most use friction plates, cones and/or gears to

reduce slippage between each of the tires. These units have a dual power path from the

differential case to the axle shafts. Some power is transmitted through the spider gears to

the side gears in the conventional manner. The remainder is transmitted by friction

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between the differential case and the clutch plates and the side gears. A certain amount of

"clutch preload" is built into the unit in a static condition.

Then, as load is applied to the differential, the separation forces between the spider gears

and the side gears increases this clutch loading. This increase in friction provides for a

good positive power flow from the case directly to the side gears. When traction is

available to both wheels, the power going to the differential causes the plates to bind

tightly together, giving even power to both wheels.

However, in a situation where there is little or no traction available to either one wheel or

the other, the amount of power that can be transmitted to the other wheel which has

traction is dependent on the friction or "preload" in the clutch plates. High levels of

"clutch preload" will result in good torque transfer but some chattering of the clutches

during cornering may occur. Lower levels of preload results in minimal chatter but

reduced levels of torque transfer to the wheel with traction. Because LSD's restrict true

differential action, tire wear is accelerated. Changes in vehicle handling may also occur,

particularly in short wheelbase vehicles. Wear rates on limited slip differentials are

generally higher than on other types due to the reliance on friction to reduce wheel

slippage. Also, special lubricants may be required to minimize rough and noisy operation.

Despite their limitations, LSD's are popular as original equipment options as well as an

aftermarket replace because:

1) Some traction improvement off road is provided

2) Vehicle handling idiosyncrasies are not excessive

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3) Installation is simple

4) Cost is reasonable

iii. AUTOMATIC LOCKERS:

Transmit power to each wheel through a pair of dog clutches. Differential action, such as

when cornering is provided by automatically disengaging the appropriate clutch when

one wheel rotates faster than the other. This results in differential action which occurs in

ratcheting stages rather than being smooth and progressive. Power received by the

differential is automatically directed to the wheel with greater traction. Therefore, if one

wheel is lifted off the ground, the other wheel will receive the total power applied to the

differential to maintain vehicle mobility.

Traction is far superior to conventional and limited slip differentials. While automatic

locking differential provide excellent performance off road, vehicle handling, particularly

on highway, is sacrificed. Unlocking during cornering can be sudden, resulting in a rapid

change of direction, particularly in short wheel based vehicles. During sharp cornering an

audible ratcheting sound usually occurs as differential action takes place and a loud

banging noise may be heard when the unit locks up again.

Tire wear is usually increase. On 4WD vehicles, installation is normally considered for

the rear axles only. Front axle installations can cause extreme difficulties in steering.

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iv. MANUALLY LOCKABLE DIFFERENTIALS

Use a conventional differential in conjunction with a mechanical locking device which

can be operated at the driver’s discretion. when locked, both axles will then turn at the

same speed irrespective of the road surface. When it is unlocked, the differential

functions as a conventional differential giving predictable handling, long service life and

no increase in tire wear. It can be installed in both the front and rear axles without

compromising on-road performance. Although manually lockable differentials are

available in tractors and some military style vehicles, the installation in mass produced

recreation type vehicles have been restricted by high cost and complexity of installation

v. VISCOUS COUPLING:

The viscous coupling is often found in all-wheel-drive vehicles. It is commonly used to

link the back wheels to the front wheels so that when one set of wheels starts to slip,

torque will be transferred to the other set.

The viscous coupling has two sets of plates inside a sealed housing that is filled with a

thick fluid, as shown in below. One set of plates is connected to each output shaft. Under

normal conditions, both sets of plates and the viscous fluid spin at the same speed. When

one set of wheels tries to spin faster, perhaps because it is slipping, the set of plates

corresponding to those wheels spins faster than the other. The viscous fluid, stuck

between the plates, tries to catch up with the faster disks, dragging the slower disks along.

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This transfers more torque to the slower moving wheels -- the wheels that are not

slipping.

When a car is turning, the difference in speed between the wheels is not as large as when

one wheel is slipping. The faster the plates are spinning relative to each other, the more

torque the viscous coupling transfers. The coupling does not interfere with turns because

the amount of torque transferred during a turn is so small. However, this also highlights a

disadvantage of the viscous coupling: No torque transfer will occur until a wheel actually

starts slipping.

A simple experiment with an egg will help explain the behavior of the viscous coupling.

If you set an egg on the kitchen table, the shell and the yolk are both stationary. If you

suddenly spin the egg, the shell will be moving at a faster speed than the yolk for a

second, but the yolk will quickly catch up. To prove that the yolk is spinning, once you

have the egg spinning quickly stop it and then let go -- the egg will start to spin again

(unless it is hard boiled). In this experiment, we used the friction between the shell and

the yolk to apply force to the yolk, speeding it up. When we stopped the shell, that

friction -- between the still-moving yolk and the shell -- applied force to the shell, causing

it to speed up. In a viscous coupling, the force is applied between the fluid and the sets of

plates in the same way as between the yolk and the shell.

3.2 PNEUMATIC COMPONENTS

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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

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.

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 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

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.

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 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

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:

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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

Parts of Pneumatic Cylinder

1. Piston:

The piston is a cylindrical member of certain length which reciprocates inside the

cylinder. The diameter of the piston is slightly less than that of the cylinder bore

diameter and it is fitted to the top of the piston rod. It is one of the important parts which

convert the pressure energy into mechanical power.

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The piston is equipped with a ring suitably proportioned and it is relatively soft rubber

which is capable of providing good sealing with low friction at the operating pressure.

The purpose of piston is to provide means of conveying the pressure of air inside the

cylinder to the piston of the oil cylinder.

Generally piston is made up of

 Aluminium alloy-light and medium work.

 Brass or bronze or CI-Heavy duty.

The piston is single acting spring returned type. The piston moves forward when the

high-pressure air is turned from the right side of cylinder.

The piston moves backward when the solenoid valve is in OFF condition. The piston

should be as strong and rigid as possible. The efficiency and economy of the machine

primarily depends on the working of the piston. It must operate in the cylinder with a

minimum of friction and should be able to withstand the high compressor force

developed in the cylinder and also the shock load during operation.

The piston should posses the following qualities.

a. The movement of the piston not creates much noise.

b. It should be frictionless.

c. It should withstand high pressure.

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2. Piston Rod

The piston rod is circular in cross section. It connects piston with piston of other

cylinder. The piston rod is made of mild steel ground and polished. A high finish is

essential on the outer rod surface to minimize wear on the rod seals. The piston rod is

connected to the piston by mechanical fastening. The piston and the piston rod can be

separated if necessary. One end of the piston rod is connected to the bottom of the piston.

The other end of the piston rod is connected to the other piston rod by means of coupling.

The piston transmits the working force to the oil cylinder through the piston rod. The

piston rod is designed to withstand the high compressive force. It should avoid bending

and withstand shock loads caused by the cutting force. The piston moves inside the rod

seal fixed in the bottom cover plate of the cylinder. The sealing arrangements prevent the

leakage of air from the bottom of the cylinder while the rod reciprocates through it.

3. Cylinder Cover Plates

The cylinder should be enclosed to get the applied pressure from the compressor and act

on the pinion. The cylinder is thus closed by the cover plates on both the ends such that

there is no leakage of air. An inlet port is provided on the top cover plate and an outlet

ports on the bottom cover plate. There is also a hole drilled for the movement of the

piston. The cylinder cover plate protects the cylinder from dust and other particle and

maintains the same pressure that is taken from the compressor. The flange has to hold

the piston in both of its extreme positions. The piston hits the top plat during the return

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stroke and hits the bottom plate during end of forward stroke. So the cover plates must

be strong enough to withstand the load.

4. Cylinder Mounting Plates:

It is attached to the cylinder cover plates and also to the carriage with the help of ‘L’

bends and bolts.

3.2.2.2. SOLENOID VALVE:

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.

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Parts of a Solenoid Valve

1. Coil

The solenoid coil is made of copper wire. The layers of wire are separated by insulating

layer. The entire solenoid coil is covered with an varnish that is not affected by solvents,

moisture, cutting oil or often fluids. Coils are rated in various voltages such as 115 volts

AC, 230 volts AC, 460 volts AC, 575 Volts AC, 6 Volts DC, 12 Volts DC, 24 Volts DC,

115 Volts DC & 230 Volts DC. They are designed for such frequencies as 50 Hz to 60

Hz.

2. Frame

The solenoid frame serves several purposes. Since it is made of laminated sheets, it is

magnetized when the current passes through the coil. The magnetized coil attracts the

metal plunger to move. The frame has provisions for attaching the mounting. They are

usually bolted or welded to the frame. The frame has provisions for receivers, the

plunger. The wear strips are mounted to the solenoid frame, and are made of materials

such as metal or impregnated less fiber cloth.

3. Solenoid Plunger

The Solenoid plunger is the mover mechanism of the solenoid. The plunger is made of

steel laminations which are riveted together under high pressure, so that there will be no

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movement of the lamination with respect to one another. At the top of the plunger a pin

hole is placed for making a connection to some device. The solenoid plunger is moved

by a magnetic force in one direction and is usually returned by spring action. Solenoid

operated valves are usually provided with cover over either the solenoid or the entire

valve. This protects the solenoid from dirt and other foreign matter, and protects the

actuator. In many applications it is necessary to use explosion proof solenoids.

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 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”
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

49
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.

50
 CHAPTER – 4

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.

51
 BLOCK DIAGRAM

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

52
4.2 DESIGN CALCULATIONS

4.2.1. PNEUMATIC CYLINDER

Design of Piston rod:

Load due to air Pressure.

Diameter of the Piston (d) = 35 mm

Pressure acting (p) = 6 N/m²

Material used for rod = C 45

Yield stress (σy) = 36 N/m²

Assuming factor of safety = 2

Force acting on the rod (P) = Pressure x Area

= p x (Πd² / 4)

= 6 x {( Π x 3.5² ) / 4 }

P = 57.73 N

Design Stress(σy) = σy / FOS

= 36 / 2 = 8 N/m²

= P / (Π d² / 4 )

53
 ∴d = √ 4 p / Π [ σy ]

= √ 4 x 57.73 / {Π x 18}

= √ 4.02 = 2.02 mm

∴ Minimum diameter of rod required for the load = 2.02 mm

We assume diameter of the rod = 12.5 mm

Design of cylinder thickness:

Material used = Cast iron

Assuming internal diameter of the cylinder = 35 mm

Ultimate tensile stress = 250 N/m²

Working Stress = Ultimate tensile stress / factor of safety

Assuming factor of safety = 4

Working stress ( ft ) = 2500 / 4 = 625 N/m²

According to ‘LAMES EQUATION’

Minimum thickness of cylinder ( t ) = ri {√ (ft + p) / (ft – p ) -1 }

Where,

54
 ri = inner radius of cylinder in mm.

ft = Working stress (N/m²)

p = Working pressure in N/m²

∴ Substituting values we get,

t = 1.75 { √ (625 + 6) / ( 625 – 6) -1}

t = 0.0168 cm = 0.17 mm

We assume thickness of cylinder = 2.5 mm

Inner diameter of barrel = 35 mm

Outer diameter of barrel = 35 + 2t

= 35 + ( 2 x 2.5 ) = 40 mm

4.2.2 Design of Piston rod:

Diameter of Piston Rod:

Force of piston Rod (P) = Pressure x area = p x Π/4 (d²)

= 6 x (Π / 4) x (3.5)²

= 57.73 N

Also, force on piston rod (P) = (Π/4) (dp)² x ft

55
 P = (Π/4) x (dp)² x 625

57.73 = (Π/4) x (dp)² x 625

∴ dp ² = 57.73 x (4/Π) x (1/625)

= 0.12

dp = 0.34 cm = 3.4 mm

By standardizing dp = 12.5 mm

Length of piston rod:

Approach stroke = 50 mm

Length of threads = 2 x 20 = 40mm

Extra length due to front cover = 12 mm

Extra length of accommodate head = 20 mm

Total length of the piston rod = 50 + 40 + 12 + 20

= 122 mm

By standardizing, length of the piston rod = 130 mm

56
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

57
 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

58
 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

59
Fig. 4.3.5 ASSEMBLY LAYOUT OF THE AUTOMATIC DIFFERENTIAL

LOCK UNIT SYSTEM

60
 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.

61
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 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.

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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

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.

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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

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.

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 CHAPTER - 6

LIST OF MATERIALS & COST ESTIMATION

6.1 MATERIAL COST:

Sl. No. Qty. Material Amount (Rs)

PARTS
i. Auto Differential 1 Cast iron 1970

ii. Single Acting pneumatic Cylinder 1 Mild Steel 685

iii. Flow control valve 1 Brass 225

iv. Direction control valve 1 Mild Steel 330

v Connecting PU Tube - Polyurethene 200

vi Hose collar and reducer - Brass 250

vii Frame - Mild Steel 1250

Total = Rs. 4910

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2. LABOUR COST

LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:

Cost = 1500/-

3. OVERHEAD CHARGES

The overhead charges are arrived by “Manufacturing cost”

Manufacturing Cost = Material Cost + Labour cost

= 4910 +1500
= RS. 6410.

Overhead Charges = 20% of the manufacturing cost

= Rs. 1282.

4. TOTAL COST

Total cost = Material Cost + Labour cost + Overhead Charges

= 4910 + 1500 + 1282
= Rs. 7692. ( app. 7800)

Total cost for this project = Rs. 7800.

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 6.2 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.

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6.3 CONCLUSION

SUMMARY OF THE WORKDONE

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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