International Journal of Automotive Technology, Vol. 9, No. 1, pp.

6170 (2008) Copyright © 2008 KSAE

DOI 10.1007/s1223900800087 12299138/2008/03808

DEVELOPMENT OF EVOLUTIONARY CONE TYPE LSD FOR SUV/RV

UTILIZING THE AXIOMATIC APPROACH AND THE ULTRASONIC
NANO CRYSTAL SURFACE MODIFICATION TECHNOLOGY

Y. S. PYOUN1)*, H. T. KIM2), Y. C. LEE2), A. GAFUROV3), H. KIM3) and D. H. JUNG4)

1)
Department of Mechanical Engineering, Sun Moon University, Chungnam 336-708, Korea
2)
TIC Jinheung, 44-9 Ungnam-dong, Changwon-si, Gyeongnam 641-600, Korea
3)
Department of Mechanical Engineering, Graduate School, Sun Moon University, Chungnam 336-708, Korea
4)
Korea Automotive Technology Institute, 74 Yongjeong-ri, Pungse-myeon, Cheonam-si, Chungnam 330-912, Korea

(Received 15 June 2007; Received 2 November 2007)

ABSTRACTSurface topology, cone angle and the forces acting on the cone of the clutch type limited slip differential (LSD)
are major design parameters for the bias ratio and the noise condition. Therefore much research has been dedicated to these
developments but the results have been used to submit patents. A new cone type limited slip differential for sport utility
vehicles and recreational vehicles, which has a very simple structure and easy compliance with the vehicle performance, has
been developed by the axiomatic approach and the ultrasonic nano crystal surface modification (UNSM) technology. The
design criteria and optimal value of the design parameters are determined by the axiomatic approach utilizing CAE tools. Test
methodologies in a test rig and in a vehicle were also developed. Test results showed good performance of bias ratio and noise
level but durability is still under testing. This study is an extension of F2006P266, FISITA 2006.

KEY WORDS : Axiomatic approach, Limited slip differential, Ultrasonic nano crystal surface modification

1. INTRODUCTION
LSD improves the vehicle mobility and/or stability under
various road conditions, but it is one of the complex and
expensive devices. There are many types of LSDs as shown
in Table 1. However, customers always want “higher
quality/reliability – lower” price which is why the develop-
ment project of a new cone type LSD is supported by the
Korean Ministry for Commerce, Industry and Energy.
LSDs can be categorized into two types, mechanical and
fluid based, with their own benefits and drawbacks.
The mechanical based LSDs use clutch, cam and Torsen
(helix) gears. The fluid based LSDs are gaining ground,
especially in modern all-wheel drive vehicles, and gene-
rally require less maintenance than the mechanical type.
The clutch type LSDs are the most common traction-
enhancing devices. Constructively they can be classified
into three forms: a) both sides with clutch packs; b)
one side with clutch pack and another side with cone
clutch (Figure 1), and c) both sides with cone clutch
(Figure 2).
The clutch packs are composed of several friction plates.
Certain plates are splined to the side gear whereas some are
designed to fit into the differential case. This type of LSD
has a compact size and is easy to repair, but the clutch pack
*Corresponding author. e-mail: pyoun@sunmoon.ac.kr
does not transmit all the torque, even though it is new and
must be replaced periodically.
Cone clutch type LSDs use frusto-conical clutches that
are pushed by side gears into a mated machined surface
inside the differential case. This type of LSD has a simple
design, but when the clutches wear out, they need to be
replaced completely.
In addition, noise is one of the main concerns in the
clutch pack and cone clutch units. Usually they chatter or
have abnormal noise when they are engaged. Thus, they
need a differential lubricant with special friction modifier,
or “anti-chatter” additives (Allen, 2002a).
Cam type LSDs are reliable and have good locking
effect. Construction features will not let the wheel spin,
however, the construction is more complex and there is the
possibility of a wedging effect due to deterioration of the
cams (Pyoun, 2000; Jarvis and Young, 1993).
Geared, torque-sensitive mechanical LSDs utilize plane-
tary gears to sense torque on the shaft. The most famous
version is the Torsen differential invented by Vernon
Gleasman. Geared LSDs are less prone to wear than the
clutch type, but some have found their torque distribution
characteristics to be less than ideal (Allen, 2002b).
The viscous type is simpler, and relies on the properties
of a dilatant fluid – that is, one that thickens when subjects
shear. Silicone-based oils are often used. Here, a chamber
of fluid rotates with the normal motion of the output shafts,

61
62 Y. S. PYOUN et al.

Table 1. Types of LSDs and their benchmarking.

Mechanical based Fluid based
Clutch Viscous
Cam type Torsen
Clutch pack Cone clutch coupling
Low laboriousness x x x
Compactness x x x x x
Construction simplicity x x x
Advantages

Lightness x x x x x
High efficiency x x x x
Reliable blockage x x
Low price x x
Immediate response x x x x
Laborious x x
Low longevity x x x
Disadvantages

High price x x
Complex design x x
Need special lubricants x x x
Delayed response x
Periodical replacement of components x x x
Probability of wedging effect x

motion. In contrast to the mechanical type, the limiting

action is much softer and is proportional to the slip.
Viscous LSDs are less efficient than mechanical types, that
is, they lose some power. However, they are less prone to
breakdown as long as the fluid is changed regularly (Gilles,
2003).
As a result of the project on developing new LSDs,
supported by Korean Ministry for Commerce, Industry and
Energy, the cone clutch type LSD was selected, since it is
cheaper responds immediately to any slippage, is simple in
structure, and is easy to install and repair. The axiomatic
approach was applied for the design evaluation of a bench-
marked cone type LSD, and the same approach with a
Figure 1. Clutch type LSD sample. nanotechnology was also applied for developing an evolu-
tionary cone type. The main goal of the project is to improve
two important factors, the cost and the quality/reliability.
This study is an extension of F2006P266, FISITA 2006.

2. DESIGN EVALUATION AND EVOLUTIONARY

DESIGN BY AXIOMATIC APPROACH

2.1. Introduction to the Axiomatic Approach

Figure 2. A cone type LSD–benchmarked sample.
but a differential motion causes paddles or vanes to move
through the fluid. The greater the speed of the vanes, the
more resistance the fluid will provide up to oppose this
The “body” design or design process is defined as the task
of mapping the relationship between and among the
customer domain, functional domain, physical domain and
process domain as illustrated in Figure 3. A design step can
be broken down into the “product design” which selects
design parameters (DPs) satisfying functional requirements
(FRs) of the functional domain, and the “process design”
which determines optimal process variables (PVs) from
among numerous available PVs satisfying the DPs of the
 DEVELOPMENT OF EVOLUTIONARY CONE TYPE LSD FOR SUV/RV UTILIZING THE AXIOMATIC APPROACH 63
Figure 3. Design domains and mapping process.
physical domain.
Axiomatic design is an analytical tool for choosing a
better design among two or more design alternatives dur-
ing the product design stage and is composed of two
axioms.
• Axiom 1: Independence Axiom
• Axiom 2: Information Axiom
The essence of the independence axiom is to maintain
the independence of functional requirements, and in parti-
cular, between the FRs and corresponding DPs, in order to
decouple a design. The independence axiom is mainly used
for design evaluation and evolutionary design. The infor-
mation axiom is a form of Occam’s rule: minimize the
information content. That is, among all design alternatives
satisfying the independence axiom, the design holding the
least amount of data compared to other alternatives is a
better choice.
2.2. Design Matrix
The design matrix (DM) shown in Figure 4 can be used to
quickly and accurately determine the relationship between
FRs and DPs with regard to the independence axiom, in
particular, the extent of coupling or decoupling.
In the notation below, the matrix element “X” denotes
closely related items and the element “O” denotes unrelat-
ed or loosely related items. “ … ” denotes potentially related
items that can become closely related items when the con-
straint is changed. As such, DM becomes a simple means
to verify functional independence.
As shown in Figure 5, the design matrix falls into the
following three structure categories:
• Uncoupled: a diagonal matrix is most desirable as an
uncoupled design satisfying the functionally independent
A11 A12 A13
^ FRs `= > A @ ^ DPs `
> A @= A21 A22 A23
^ DPs `= > B @ ^ PVs `
A31 A32 A33
Figure 4. [A] and [B] are design matrices.
X O O O X … O O X X X X
O X O O X X O O X X X X
> A @= O O X O > A @= X X X O > A @= X X X X
O O O X X X X X X X X X
Uncoupled Decoupled Coupled
Figure 5. Structures of the design matrix.
axiom.
• Decoupled: a triangular matrix, which is also a good
design, however, it requires in advance the rearranging of
DPs in proper order.
• Coupled: this is not a desirable design, because even after
rearranging DPs into the proper order, redundancy remains,
so an improved or evolutionary design is needed (Suh,
2001; Pyun et al., 2006a; Hwang et al., 2002).
2.3. Design Evaluation of the Benchmarked Cone Type
LSD
The benchmarked cone clutch design consists of two clut-
ching members, one internal and one external. The internal
member is a single tapered part with recessed areas,
attached to the side gear, creating a cone clutch assembly as
shown in Figure 2. The external member is also tapered
with a matching angle.
The customer’s demands for a LSD that is “higher
quality/reliability – lower price” are categorized into three
customer requirements (CRs) for design evaluation as
shown in Table 2.
• CR1 – Adjustable TBR: TBR (Torque bias ratio) is one of
the main characteristics of LSD. Adjustable TBR is based
on variable demands for different vehicles in various
driving conditions.
• CR2 – Longer service life: The LSD components must be
able to work maximum hours of constant engagement
until repair.
• CR3 – Quiet operation: The mechanism should work with
minimum noise.
Table 3 shows the FRs necessary for satisfying the CRs.
The FRs are defined as follows:
• FR1 – Maintain TBR 1.5~2.5: The general goal of the
TBR range is between 1.5 and 2.5 for a vehicle that will
be driven under city conditions. However, for an off-road
vehicle, a TBR of more than 3 is needed for new develop-
ment.
• FR2 – Increase mean time to failure (MTTF): Increasing
MTTF will assure a longer service life until repair. A
newly designed model should be able to operate normally
Table 2. CRs for a cone type LSD.
CR1 Adjustable TBR (Torque Bias Ratio)
CR2 Longer service life
CR3 Quiet operation
Table 3. Identifying FRs.
Customer
Functional requirements
requirements
1 Adjustable TBR Maintain TBR 1.5~2.5
2 Longer service Increase mean time to failure (2 year
life warranty period for aftermarket)
3 Quiet operation Reducing noise below 80 dBa
64 Y. S. PYOUN et al.
Table 4. Determining DPs.
Functional requirements
1 Maintain TBR 1.5~2.5
Increase mean time to failure (2 years warranty
2
period for aftermarket)
3 Reducing noise below 80 dBa
for two years under general driving mode.
• FR3 – Reducing noise below 80 dBa: Internal and ab-
normal noise of the LSD must be reduced to ensure quiet
operation. Maximum noise level for motor vehicles at a
distance of 15 m away must be (Automobile at 70 mph/
120 km/h) 80 dBa (Shigley and Mischke, 1996).
Table 4 shows DPs of a benchmarked LSD that satisfies
the FRs.
According to the FRs the DPs are follows:
• DP1 – Adjustable cone clutch type: A frusto-conical clutch
with adjustable mechanism is used with the side gears in
order to achieve adjusting bias ratio.
• DP2 – Special surface technology and lubricants for higher
wear resistance are utilized by a sample LSD: Very com-
plicated negative effects of the applied surface technology
cause failure. To eliminate these negative effects, several
mechanical and physical-chemical structure improving
technologies can be utilized (Isobe et al., 2007). More-
over, lubricants also have significant influence on impro-
ving wear resistance.
• DP3 – Cone clutch surface topology: Noise is audible
sound that comes out from interacting surfaces. Thus,
patented surface modification technologies are used to
reduce noise source at the mating cone surface of a newly
proposed LSD (Pyun et al., 2006b).
­ FR1 ½ X O X ­ DP1 ½
® FR2 ¾= O X … ® DP2 ¾ (1)
¯ FR3 ¿ O O X ¯ DP3 ¿
The decomposed DM of the first level is shown in
equation (1). Since the equation is path dependent, it needs
to be modified as follows:
­ FR3 ½ X O O ­ DP3 ½
® FR2 ¾= … X O ® DP2 ¾ (2)
¯ FR1 ¿ X O X ¯ DP1 ¿
Design evaluation shows that the DM satisfies the
independence axiom as a triangular matrix. However, the
FR2 Increase mean time to failure” is slightly affected by
DP3 Cone clutch surface topology”. This implies that the
model can be improved by elimination of this dependency.
2.4. The Second Level Design Evaluation
The FR1 and DP1 are decomposed in a second level for the
benchmarked cone type LSD as shown in Table 5 and are
Design parameters
Adjustable cone clutch type
Special surface technology and lubricants for higher wear
resistance
Cone clutch surface topology
Table 5. Decomposition for maintaining TBR 1.5~2.5.
Functional requirements Design parameters
1 Maintain TBR 1.5~2.5 Adjustable cone clutch type
11 Control normal force Cone angle, 4
12 Preloaded force Coil springs and retainer
13 Determine friction Adjacent engagement
contact area surface
14 Control lubricant flow Recessed shape parameter
evaluated for “Maintain TBR 1.5~2.5”.
• FR11 – Control normal force: According to the LSD’s
performance, whether it is aggressive or less aggressive,
the maximum available torque in the mechanism should
be balanced. The value of normal force has significant
influence upon TBR.
• FR12 – Preloaded force: The initial preload initiates the
development of gear separating forces, which provide
further braking action between the side gears and the
differential casing.
• FR13 – Determine friction contact area: Frictionally act-
ing surfaces will proportionally generate friction force,
which influences to the LSD characteristics.
• FR14 – Control lubricant flow: Lubrication has a direct
relationship with the dynamic friction coefficient. By
controlling its flow rate, we can manipulate the magni-
tude of the friction coefficient.
Respectively, the DP1 is decomposed as follows:
• DP11 – Cone angle 4: The cone clutch angle is defined
from about 10 DEG to about 25 DEG based on perfor-
mance characteristics. For more aggressive clutch perfor-
mance the angle is smaller while for less aggressive per-
formance the angle is larger (Figure 6).
• DP12 – Coil springs and retainer: A set of springs and
retainer will provide preload force.
• DP13 – Adjacent engagement surface: A number of en-
gagement sections and their percentages from total cone
surface can optimize the engagement surface. The number
of sections can be determined as equal to three, four or
five. The total surface area of the clutch engagement
surfaces is in a range of 5% to 15% of the total surface
area of the frusto-conical surface.
• DP14 – Recessed shape parameter: Parameters of the
recessed shape will determine the amount of oil, control
lubrication inlet-outlet and considerably influence other
parameters of the “lubricant–interaction zone relationship”.
 DEVELOPMENT OF EVOLUTIONARY CONE TYPE LSD FOR SUV/RV UTILIZING THE AXIOMATIC APPROACH 65

ment process is used for higher hardness of the clutch

surface.
• DP23 – Special lubricants and additives: In order to improve
wear resistance of the cone surface, special lubricants and
additives are used.
• DP24 – Induce residual stresses: Compressive residual
stresses are solutions for reducing fatigue failure (Prevey
Figure 6. The benchmarked cone clutch and its angle 4. et al., 2005).

Even after numerous rounds of the order change of DM, ­ FR21 ½ X … O O ­ DP21 ½
equation (3) becomes a coupled design. This confirms that ° FR22 ° X X O O ° DP22 °
® ¾= ® ¾ (4)
it is possible to improve the design to better fulfill the FRs ° FR23 ° O O X O ° DP23 °
“Maintain TBR1.5~2.5”. ¯ FR24 ¿ X X O X ¯ DP24 ¿

­ FR11 ½ X X O O ­ DP11 ½ The results of the top and second level design evaluation
° FR12 ° O X O O ° DP12 ° show that the benchmarked LSD is acceptable product
® ¾= ® ¾ (3)
° FR13 ° O O X X ° DP13 ° under the constraints of current functional requirement
¯ FR14 ¿ O X X X ¯ DP14 ¿ because its DMs satisfy the independence axiom as a
triangular matrix. Nevertheless, triangular matrices imply
Hereafter, the FR2 and DP2 are decomposed to a second that the elimination of dependent relation can improve cost
level design as shown in Table 6 and are evaluated for and quality/reliability. However, when the customer demands
increasing MTTF. The equation (4) shows that the result of for the level of cost and quality/reliability are increased, the
design evaluation of FR2 and DP2 in relation to increasing potentially dependent relation becomes strong relation.
MTTF is a decoupled design. Therefore, the second level design matrix (equation (4)) of
• FR21 – High wear resistance of basic materials is an the benchmarked LSD turns to coupled design.
important factor for a long MTTF. As the final step of second level decomposition process,
• FR22 – Higher hardness for wear resistance: Hardness of the FR3 and DP3 are given in Table 7 and DM becomes a
the interfacing surfaces is important to withstand loads triangular matrix as shown in equation (5). Therefore, the
and premature wear. evaluation of design for “Reducing noise below 80 dBa” is
• FR23 – Proper lubrication: In order to retard wear on the a decoupled design and satisfies the independence axiom.
cone surface, special lubrication is required. • FR31 – Optimize the area of the clutch friction zone:
• FR24 – Improved fatigue strength: When fatigue strength Optimum friction area must be determined in order to
of a surface is increased, the wear rate and surface failure avoid excessive noise, wear out and heat releasing.
are decreased. • FR32 – Eliminate chatter: Chatter occurs most between
Similarly, the DP2 is decomposed as follows: cone and cage interaction and causes irritating noise.
• DP21 – Special alloyed metal: These frusto-conical clutch • FR33 – Eliminate rattling sound: If any abnormality occurs
elements are made of special alloyed metal which has in revolving systems, the gear will run out of normal
good wear resistance and friction characteristics (Forrest engagement. This emits rattling sound.
and Leeper, 1999). Corresponding DPs are defined as follows:
• DP22 – Heat treatment for higher hardness: Higher hard- • DP31 – Plural smooth clutch engagement: Since most of
ness has higher wear resistance, so a proper heat treat- noise will be produced during action of the clutch, these
acting surfaces must be as smooth as possible. Equally
distributed multiple friction surfaces will give desirable,
Table 6. Decomposition for increasing MTTF.
well-balanced friction force.
Functional requirements Design parameters
2 Increase mean time to Special surface technol- Table 7. Decomposition for reducing noise.
failure (2 years warranty ogy and lubricants for
period for aftermarket) higher wear resistance Functional requirements Design parameters
21 High wear resistance of Special alloyed metal 3 Reducing noise below Cone clutch surface
basic materials 80 dBa topology
22 Higher hardness for wear Heat treatment for 31 Optimize the area of the Plural smooth clutch
resistance higher hardness clutch friction zone contact surface
23 Proper lubrication Special lubricants and 32 Eliminate chatter Special oil additive
additives 33 Eliminate rattling sound Gear flaw and foreign
24 Improved fatigue strength Induce residual stresses objects
66 Y. S. PYOUN et al.

• DP32 – Special oil additives: This additive will help to

eliminate chatter. ­ FR12 ½ X O O O ­ DP12 ½
° FR11 ° X X O O ° DP11 °
• DP33 – Gear flaw and foreign objects: Most rattling sounds ® ¾= ® ¾ (7)
occur because of gear flaw and/or foreign objects. The ° FR13 ° O O X O ° DP13 °
¯ FR14 ¿ X O O X ¯ DP14 ¿
noise could be noticed even if gear flaw occur in micro-
structure (Atsushi et al., 2006).
Further, because the customer’s demand level of cost,
quality/reliability and TBR are increasing in this project,
­ ½ ­ ½ the dependence element between FR21 and DP22 of DM
° FR31 ° X O O ° DP31 °
® FR32 ¾= X X O ® DP32 ¾ (5) in equation (4) becomes strong relation and becomes
° FR33 ° O O X ° DP33 ° coupled design as shown in equation (8).
¯ ¿ ¯ ¿

2.5. Evolutionary Design and Modification of Design Para- ­ FR21 ½ X X O O ­ DP21 ½

° FR22 ° X X O O ° DP22 °
meters ® ¾= ® ¾ (8)
Design improvement means to modify the characteristics ° FR23 ° O O X O ° DP23 °
¯ FR24 ¿ X X O X ¯ DP24 ¿
of the involved components and/or the involved compo-
nents themselves and make a uncoupled or decoupled
The patented UNSM technology is applied for improved
design, which can satisfy the independence axiom (Suh,
design (www.designmecha.co.kr). It allows us to use nor-
1990). Therefore, the main goal of new cone type design is
mal bearing steel (SUJ2 or SAE 52100) as basic material
to change the coupled “Maintain TBR1.5~2.5” to a de-
instead of special alloyed metal and to integrate DP24 into
coupled or uncoupled design and furthermore improve the
DP22 and thus, to integrate FR24 into FR22 as shown in
potential dependency between FR21 and DP22 in “Increas-
Table 9. The DM is changed to diagonal as in equation (9)
ing MTTF” DM.
and satisfies the independence axiom.
In the new cone type LSD for coupled “Maintain TBR
1.5~2.5”, the cone angle 4 (Figure 7) and the preloaded
Belleville springs regulate the normal force acting on cone ­ ½ ­ ½
° FR21 ° X O O ° DP21 °
clutch surface. The inner surface of the truncated cone will ® FR22 ¾= O X O ® DP22 ¾ (9)
serve as frictional contact area. Total surface area easily ° FR23 ° O O X ° DP23 °
¯ ¿ ¯ ¿
determined through geometric parameters of the truncated
cone, i.e. inner and outer diameters, slope angle. Grooved
UNSM technology increases the surface hardness of the
oil-channels on friction surface control oil flow or oil film
steel, induces big and deep compressive residual stress,
thickness. The direction of the grooves can be angled right
improves surface roughness and makes micro dimple
or left from the base of the cone to its vertex. So, the
surface topology. That means the wear resistance, fatigue
second level of decomposition for “Maintain TBR
durability and noise level can be improved simultaneously
1.5~2.5” becomes as shown in Table 8 and its DM be-
(Kim and Suh, 1999). UNSM technology uses ultrasonic
comes as shown in equation (6). After numerous rounds of
vibration energy and strikes several 10 thousand times per
the order change of the DM, equation (6) becomes tri-
second on the surface of steel. These strikes (cold forging)
angular matrix as shown in equation (7) and satisfies
bring severe plastic deformation, which creates nano
independence axiom, which means improved design.
crystallization of the surface structure (Cho et al., 2005).
­ FR11 ½ X X O O ­ DP11 ½ Improved mechanical properties of the cone surface after
° FR12 ° O X O O ° DP12 ° UNSM treatment are shown in Table 10 and these charac-
® ¾= ® ¾ (6)
° FR13 ° O O X O ° DP13 ° teristics will improve not only wear and fatigue durability
¯ FR14 ¿ O X O X ¯ DP14 ¿
Table 9. Decomposition for increasing MTTF.
Table 8. Decomposition for maintaining TBR 1.5~2.5.
Functional requirements Design parameters
Functional requirements Design parameters
2 Increasing mean time to Surface modification
1 Maintain TBR 1.5~2.5 Adjustable cone clutch failure (2 years warranty technology
type period for aftermarket)
11 Control normal force Cone angle, 4 21 High wear resistance of Normal bearing steel
12 Preloaded force Belleville springs basic materials
13 Determine friction Truncated cone inner 22 Higher hardness/Improved UNSM treatment on cone
contact area surface fatigue strength surface
14 Control lubricant flow Oil grooves and surface 23 Proper lubrication Normal lubricants same
finishing as in open differential
 DEVELOPMENT OF EVOLUTIONARY CONE TYPE LSD FOR SUV/RV UTILIZING THE AXIOMATIC APPROACH 67

Table 10. Improved mechanical properties. Table 12. Identifying PVs.

Mechanical Design parameters Process variables
Before After
properties
11 Cone angle, 4 Angle between 25o and 30o
Surface hardness, 5862 6466 12 Belleville springs Deflection Length
HRc (until depth 100 Pm) 13 Truncated cone surface Outer, inner, medium
Compressive resid- +100 ~ 100 600 ~ 800 diameters of the surface
ual stress, MPa (until depth 500 Pm) 14 Oil grooves and surface Number and angle of oil
Surface roughness, 0.24 0.12 finishing channeling grooves
Pm 21 Normal bearing steel SUJ2 or SAE 52100
Surface topology 22 UNSM treatment on Speed, intensity of the
cone surface micro-dimpling
23 Normal lubricants same Conventional gear oil
Peak&valley Micro dimples/symbolic as in open differential
31 UNSM technology Whole slope area of the
Table 11. Decomposition for reducing noise. applied surface cone-clutch
Functional requirements Design parameters 32 Micro dimples structure Micro dimple size
by UNSM technology
3 Reducing noise below 80 Cone clutch surface 33 Gear flaw and foreign High accuracy gears and
dBa topology objects precise assembling
31 Optimize the area of the UNSM technology
clutch friction zone applied surface
32 Eliminate chatter due to Micro dimples structure As a result, the design matrix is changed to diagonal so it
stick-slip friction by UNSM technology is uncoupled.
33Eliminate rattling sound Gear flaw and foreign
objects 2.6. Determining the Process Variables and Their Optimal
Value for New Cone Clutch Type LSDs
DM between DPs and PVs has been developed for the new
of FR2 at top level but also noise level of FR3 at the cone clutch type LSD and proper values of PVs are derived
same level, because this decoupled design will eliminate utilizing CAE tools (CATIA; APM). All the DPs with
the slightly dependent element of top-level DM (equation respective PVs are summed in Table 12.
(2)).
One more advantage of the UNSM technology is that it ­ DP11 ½ X O O O ­ PV11 ½
also improves noise characteristics of the treated element ° DP12 ° O X O O ° PV12 °
® ¾= ® ¾ (12)
by reducing mean roughness and improving stick-slip ° DP13 ° O O X O ° PV13 °
friction process. Thus, equation (5) is modified as in Table ¯ DP14 ¿ O O O X ¯ PV14 ¿
11 and equation (10).
­ ½ ­ ½
­ ½ ­ ½ ° DP21 ° X O O ° PV21 °
° FR31 ° X O O ° DP31 ° ® DP22 ¾= O X O ® PV22 ¾ (13)
® FR32 ¾= X X O ® DP32 ¾ (10) ° DP23 ° O O X ° PV23 °
° FR33 ° O O X ° DP33 ° ¯ ¿ ¯ ¿
¯ ¿ ¯ ¿
­ ½ ­ ½
The DM is accepted since it is decoupled. In this design, ° DP31 ° X O O ° PV31 °
the elements FR32 and DP31 have relationship and accord- ® DP32 ¾= O X O ® PV32 ¾ (14)
° DP33 ° O O X ° PV33 °
ing to the concept of the axiomatic design methodology, it ¯ ¿ ¯ ¿
is marked with “X ”. However, this relationship is positive.
The designs are diagonal matrices, most desirable as an
That means DP31 does not affect FR32. On the contrary it,
uncoupled design satisfying the functionally independent
improves. Hence, equation (10) can be rewritten as
axiom.
equation (11).
The parameters of the friction ring (Figure 7) deter-
mine the torque distribution between two drive axles. In
­ ½ ­ ½ order to get maximum surface area and keep maximum
° FR31 ° X O O ° DP31 °
® FR32 ¾= O X O ® DP32 ¾ (11) pressure force on contact surface the ring is designed to be
° FR33 ° O O X ° DP33 ° tapered with proper angle. For maintaining smooth contact,
¯ ¿ ¯ ¿
reducing noise level and improving static and dynamic
68 Y. S. PYOUN et al.
Figure 7. Friction ring and its cone angle 4.
Figure 8. Design verification of spring: Input data &
results.
Figure 9. Spring design.
characteristics, the inner face of the ring is subjected to
treatment at macro and micro levels. At the macro level,
the ring is grooved and at the micro level, the UNSM
technology is applied.
The proper deflection length of spring is a function of
the number of spring set and spring material specifications.
The design criteria such as static and fatigue safety factor,
stability, etc. are derived from the benchmarking of current
LSDs and proper deflection length of spring is decided
according to the target TBR.
Figure 8 shows the input icon of this analysis and the
Figure 10. New prototype sample.
resulting design. Dimensions of the spring set and its
arrangement are shown in Figure 9.
2.7. Proposed Prototype Sample
The new developed LSD is composed of case, pinion and
side gears, pinion axle, spacer, pin, pinion thrust washer,
cone-type friction ring, Belleville springs and adjustable
pin, as illustrated in Figure 10 and a patent is registered
under #10-0628840 in the Korean Intellectual Property
Office.
3. EXPERIMENTAL RESULTS
3.1. Test for TBR
Testing the cone clutch LSD for TBR in dynamometer
(Figure 11) and in a vehicle (Figure 12) was carried out by
“KATECH” (Korea Automotive Technology Institute)
under the following conditions:
In dynamometer:
 Oil temperature – 80±5oC;
 Slip RPM between side gear and cone ring – 10 at a
variable torque level and vehicle speed;
 Testing time – 40 min.
In a vehicle:
 Speed – 0~30 km/h;
 Right and Left turn – minimum radius 5.7 m;
 Split P – one wheel on the slippery surface.
The test results from dynamometer show that the TBR of
the new LSD varies from 1.5 to 3.5 according to the
applied torque level as shown in Figure 13. These results
show that new LSD can satisfy the requirement for driving
on a city road and off-road simultaneously.
Figure 11. Dynamometer.
Figure 12. Test vehicle.
 DEVELOPMENT OF EVOLUTIONARY CONE TYPE LSD FOR SUV/RV UTILIZING THE AXIOMATIC APPROACH 69
Figure 13. TBR of the new LSD (dynamometer).
Figure 14. TBR of the new LSD (vehicle).
Figure 15. Noise test spectrum of the new cone type LSD.
A real road test is carried out on the vehicle “Ssangyong-
Musso” under certain conditions: turning to the left, turning
to the right and split-P conditions, that is, one wheel has
good traction and the other one is on a slippery surface with
soapy water. The test result in Figure 14 indicates TBR
range from 1.7 up to 2.5 resulting in average TBR 2.0.
3.2. Test Results of the Noise Spectrum
Experiments are maintained under following conditions:
 Oil temperature – normal;
 Input revolution – 0, 10, 20, 30, 40, 50 RPM;
 Distance to sensor – 300 mm.
Figure 15 shows the noise test result.
The noise spectra for each rpm show that the noise level
of the new cone type LSD satisfies standard restriction of
80 dB.
4. CONCLUSIONS
Reverse modeling and reverse engineering utilizing 3D
CAD and CAE tools have been applied for benchmarking
of current LSDs and a cone type LSD is selected because
this type can satisfy customer’s demand “lower cost and
higher quality/reliability”. Design evaluation of a bench-
marked cone type LSD was carried out by axiomatic
approach and we found that a second level design matrix
became coupled design under new customer requirement.
A nano technology “UNSM” was applied to eliminate
coupled elements of this design matrix. Thus, a unique and
evolutionary cone type design, which is free from existing
patent, was developed and patented. The proper values of
design parameters were derived utilizing CAE tools. The
TBR and noise tests of newly developed LSD were carried
out and the results showed the possibility of improved
mobility and quiet operation. Furthermore, new LSD has
very simple structure and so it is directly interchangeable
with the conventional (open) differential. It is also renew-
able when worn out part is replaced by new part whereas
the benchmarked LSD must be replaced by whole assemb-
ly. The durability test of new LSD is currently in progress.
ACKNOWLEDGMENTThis development has been supported
by Components and Materials Technology Development Program
of MOCIE, Korean Government.
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