Tr4085 Drive Axle Design Group 7

HCM CITY UNIVERSITY OF TECHNOLOGY – HCM VNU
FACULTY OF TRANSPORTATION ENGINEERING

AUTOMOTIVE ENGINEERING DEPARTMENT
Course Materials:
AUTOMOTIVE DESIGN METHODS
CHAPTER 12: DRIVE AXLE DESIGN
Students: Phạm Minh Tiến – 1852791

Đoàn Gia Quyền – 1852707 Ngô Minh
Tân - 1852730
1
Teacher in charge: Dr. HONG DUC THONG
12.1 WORKING CONDITIONS & REQUIREMENTS
2
12.1 WORKING CONDITIONS & REQUIREMENTS
Make sure the transmission of torque for the drive wheel are
in right direction which means torque through the gearbox is
vertical, must convert torque to horizontal to transmit to the
wheels.
Carry out the weight of vehicle.
Customer or investor design.
Smallest size, weight, durable enough, pricelow, high-tech,...
3
12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF

PLANS
12.2.1 According to main drive
Main drive single type – Main drive double type.
❖ Straight toothed bevel gear:
❑ Advantages:
• No axial force.
• Simple fabrication.
❑ Defect:
• During the movement, it makes noise.
• The number of small gear teeth, if taken small, will cause tooth root cutting.
4

PLANS
❖ Helical toothed bevel gear
❑ Advantages:
• The number of teeth is small, but they fit well and are durable enough.
• Smooth working at high speed.
❑ Defect:
• When torsion, there will be axial force that jams the teeth.
• Harder to fabricate than straight teeth.
5

PLANS
❖ Hyboid bevel gear
❑ Advantages
• Relatively high stability, smooth.
• Good transmission performance.
• Moving the active gear shaft should lower the vehicle's center of gravity.
❑ Defect
• Complex lubrication
• The process of assembling the hill asks for accuracy
• Slipping between teeth
6

PLANS
❖ Screw drive
❑ Advantages
• Working with low noise, with small weight and large transmission ratio.
• Allow placing differential right in the middle of the rear axle.
• Has a symmetrical structure and is easy to remove.
❑ Defect
• Low efficiency, when assembling requires precise technique, the ground clearance is
small if the worm wheel is placed on the screw.
• Manufacturing is difficult and expensive because it has to use non-ferrous metals.
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12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF PLANS

12.2.2 According to drive axle position.
❖ Engine is in front, drive axle is in front.
❑ Advantages:
• Short drivetrain.
• Low production cost, low maintenance, compact due to no need for differential, complicated posts.
• Significantly reduce vehicle weight.
❑ Defect:
• Poor acceleration.
• The weight is put on the front wheel, causing the front tires to wear faster, affecting performance.
• It is easy to lose control when cornering because the rear wheel is prone to slip, especially in slippery
road conditions.
8

12.2.2 According to drive axle position
❖ Engine is in front, drive axle is in rear.
❑ Advantages:
• Better dynamics
• Better weight distribution and more stable performance.
• Overcoming the disadvantages of vehicles with front-drive cranes.
❑ Defect:
• Complicated powertrain.
• Encumbered with the posts, it is difficult to lower the floor of the car, the interior space is
narrowed.
• Heavier weight consumes more fuel, passing through multiple transmissions is prone to
loss of power.
9

❖ Engine is in rear, drive axle is in rear.
❑ Advantages:
• Noise reduction.
• Good dynamics, good grip.

• Lower the height of the front of the car to create an aerodynamic shape for racing
cars.
❑ Defect:
• Difficulty in cooling the engine.

• Complex drive system.
10

❖ Active 4-wheel drive (engines front, center and rear).
❑ Advantages:
• Take advantage of good grip, stable operation on all the harshest conditions.
❑ Defect:
• Complex texture makes repair difficult.
• The weight of the tank increases due to the use of 2 differentials, 2 posts, thereby
making fuel consumption more.
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• 12.2.3. According to bridge shell option.
❖ Seamless bridge shell.
❑ Advantages: Small weight, simple manufacturing and low cost.
❑ Cons: Hard to disassemble.
❖ Removable bridge shell.
❑ Advantages: easy to disassemble.

❑ Cons: poor rigidity.
12
• 12.2.4. According to differential plan.

❖ Differential increases friction.
❑ Advantages:
• When traveling on differential roads, the dynamics are better than other types of
differentials.
❑ Defect:
• A special bridge must be used, the size of the two tires must be the same size, pattern and
same pressure.
❖ Symmetrical differential.
❑ Advantages:
• The torque distribution to the active wheels is appropriate.
• Simple structure, easy to manufacture, low cost.
• Reduces dynamic load on wheels, reduces tire wear, reduces fuel consumption and is easy to
control.
❑ Defect:
• The small differential friction makes it difficult when one wheel is on a muddy road.
❖ Cam differential
• Large internal frictional moment
• Commonly used in passenger cars
13
12.2.5 According to semi axle.
❖ Semi-axle without reducing load.
• The inner and outer bearings are placed directly on the semi-shaft.
❖ Semi-axle half offload.
• The inner bearing is placed directly on the differential housing and the outer bearing is placed
directly on the semi-shaft.
• Commonly used in pump wheel tractors and a touring car.

❖ Semi-axle three-quarter offload.
• The inner bearing is placed on the differential housing while the outer bearing is placed on
the bridge girder and wheel hub without being placed directly on the semi-axle.
• Used on some cars and trucks.
❖ Semi-axle fully offloaded.

• The inner bearing is located on the differential housing and the two outer bearings are placed
on the bridge girder and wheel hub without being placed directly on the semi-axle.
• Fully offloaded semi axles are commonly used on medium and large cars.
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CHAPTER 13: FINAL DRIVE DESIGN
12.3 GENERAL LAYOUT DESIGN

Drive axle is a part of the powertrain. The selection is based on the general
layout of the powertrain.
FF, RR layout FR layout

Final drive = Helical gear. Must identify 3 components:
• Final drive
• Differential
• Half-axle
Very convenient and simple Complicated and expensive
design design
15
Fig 1. Final drive and Fig 2. Final drive and differential

differential in FF/RR layout in FR layout
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12.3.1. Final Drive
• Provides a fixed reduction between the speed of the drive shaft and the
axle driving the wheels with the ratio io
• Change the direction of the power transmitted by the drive shaft through
90o to the driving axles.
where:
+ ihn : top gear ratio of the transmission
+ ipc : gear ratio of the transfer case
+ nemax : highest engine revolution
*Note:
For passenger car: i0 = 3 ~ 5
For truck: i0 = 5 ~ 11 18

12.3.1. Final Drive
a. If io ≤ 5: The final gear includes one set of bevel gear.
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12.3.1. Final Drive
Fig 3. Set of bevel gear type

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12.3.1. Final Drive
Table 1. Types of gear
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12.3.1. Final Drive
b. If io ≥ 5: The final drive includes two gear sets
and the Ratio io = io1 x io2.
If the second gearset is ahead of the

differential: Double-reduction.
If the second gearset is behind of
differential: single gear reduction + last
reduction.
22

12.3.1. Final Drive
Fig 4. Double reduction
23

12.3.1. Final Drive
Fig 5. Single gear reduction + last reduction (helical gear)

24

12.3.1. Final Drive
Fig 6. Single gear reduction + last reduction (planet gear)

25

12.3.2. Differential
Function:
1. Allow for the powered axle to rotate at
different speeds when taking a left or right
turn.
2. Limit the sliding between two wheels, take
advantage of friction force, reduce fuel
consumption.
26

Fig 7. Differential Structure

27
CHƯƠNG 12: THIẾT KẾ CẦU CHỦ ĐỘNG
Fig 8. Differential in different working state

28

Spur bevel gear Differential (Most popular type)
Have small friction torque Mms
The spider gears’ surface has a sphere shape.
(Depends on the torque, can use 2 or 4 spider gears)
Reduce internal friction torque by using copper pads
on the contact surfaces.
29

Fig 9. Spur bevel gear differential diagram. Fig 10. Parameter in a spur bevel gear
differential
30

Limited Slip Differential
Delivers maximum torque to the wheel with
maximum traction.
Fig 11. Limited slip differential diagram
31

Viscous coupling differential
A mechanical device which transfers torque
and rotation by the medium of a viscous
fluid
Fig 12. Viscous coupling differential
Fig 13. Viscous coupling differential diagram
32

Torsen differential
Works just like a conventional differential,
but can lock up if a torque imbalance occurs
Fig 14. Torsen differential
Fig 15. Torsen differential diagram
33

Locking differential
Allows both wheels to travel at the same speed, so when traction is lost for one
wheel, both wheels will still keep spinning regardless of the amount of resistance.
They can be added to either the front or rear axle, or even both axles.
Fig 16. Locking differential diagram Fig 17. Differential lock mechanism
with air control. 34

12.3.2. Half-shaft
35

12.3.2. Half-shaft
36

12.3.2. Half-shaft
Table 2. Haft-shaft Comparison
37
12.4 Technical Design

12.4.1 Calculate Final Drive Parameter
Final drive is helical gear (FF layout), or spiral bevel gear , hypoid (FR
layout)
▪ Determine the basic parameters of final drive:
• Calculated load.
• Dimension of spiral bevel gears.
38

39

40

Fig 18. Basic dimensions of a bevel gear pair 41


1. Pitch cone. It is a cone containing the pitch elements of the teeth.
2. Cone center. It is the apex of the pitch cone. It may be defined as that point where the axes
of two mating gears intersect each other.
3. Pitch angle. It is the angle made by the pitch line with the axis of the shaft. It is denoted by
‘OP’.
4. Cone distance. It is the length of the pitch cone element. It is also called as a pitch cone
radius. It is denoted by ‘OP’. Mathematically, cone distance or pitch cone radius
5. Addendum angle. It is the angle subtended by the addendum of the tooth at the cone
center. It is denoted by ‘α’ Mathematically, addendum angle
42

6. Dedendum angle. It is the angle subtended by the dedendum of the tooth at the cone centre.
It is denoted by ‘β’. Mathematically, dedendum angle
7. Face angle. It is the angle subtended by the face of the tooth at the cone centre. It is denoted
by ‘𝜙’. The face angle is equal to the pitch angle plus addendum angle.
8. Root angle. It is the angle subtended by the root of the tooth at the cone centre. It is denoted
by ‘𝜃𝑅 ’. It is equal to the pitch angle minus dedendum angle.
9. Back (or normal) cone. It is an imaginary cone, perpendicular to the pitch cone at the end of
the tooth.
10. Back cone distance. It is the length of the back cone. It is denoted by ‘𝑅𝐵’. It is also called
back cone radius.
11. Backing. It is the distance of the pitch point (P) from the back of the boss, parallel to the
pitch point of the gear. It is denoted by ‘𝐵’.
12. Crown height. It is the distance of the crown point (C) from the cone centre (O), parallel to
43
the axis of the gear. It is denoted by ‘𝐻𝐶 ’.

12.4.1 Final Drive
13.Mounting height. It is the distance of the back of the boss from the cone centre. It is denoted
by ‘𝐻𝑀’.
14. Pitch diameter. It is the diameter of the largest pitch circle
15. Outside or addendum cone diameter. It is the maximum diameter of the teeth of the gear. It
is equal to the diameter of the blank from which the gear can be cut. Mathematically, outside
diameter
16. Inside or dedendum cone diameter. The inside or the dedendum cone diameter is given by
44

12.4.1 Final Drive
- Choosing the number of teeth: Number of teeth Z1 : By experience
- Number of teeth 𝑍2 = 𝑖0𝑍1

- Helix angle β : Depends on 𝑍1
45

12.4.1 Final Drive
- The cone distance L0 and module ms can be determined from the following diagrams:
Figure 19. a) Relationship between L0 and ms b) Relationship between Mtt and L0 46


12.4.1 Final Drive
- The pressure angle 𝛼 of spiral bevel gears is normally 200 , 22.50 or 250
Fig 20. Parameters of a bevel gear.

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12.4.1 Final Drive
48

12.4.2 Differential
Choosing Differential between wheels must ensure that equal distribution of the torque to the
drive wheels in the same axle.
It is called symmetric differential, with spur bevel gears.
Fig 21. Symmetric spur bevel gear differential
49

12.4.3 Differential
▪ Calculate Differential Durability
Symmetric spur bevel gear differential is used
mostly on car
Fig 22. Symmetric spur bevel gear differential calculating diagram

50

12.4.3 Differential
In general, torque transmits to semi-axles according to the relationships:
𝑀1 = 0.5(𝑀𝑜 + 𝑀𝑓 )
𝑀2 = 0.5(𝑀𝑜 − 𝑀𝑓 )
𝑀1 − 𝑀2 = 𝑀𝑓
with:
• 𝑀𝑜 : Torque in differential case.
• 𝑀1 , 𝑀2 : Torque of left axle and right axle.
• 𝑀𝑓 : Internal friction torque. (It occurs when the rotational velocity of the semi-axles is
different)
Normal modulus of differential gears can be determined by formula:
with:
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• 𝑀𝑜 : Torque in differential case

12.4.3 Differential
52

12.4.3 Differential
▪ Calculate Durability of Parts in Differential
Select Calculating Load Mode
Maximum torque transmits from engine to semi-axles’ gear:
𝑀𝑡𝑡 = 0.5 x 𝑀𝑒𝑚𝑎𝑥(1 + 𝑘σ )𝑖ℎ𝑙 x 𝑖𝑜
𝑀𝑡𝑡 value is limited by adhesive condition:
Calculate Gear Durability, following Bending Stress, Contact Stress

According to the formula of spur bevel gear, the allowable bending stress:
Calculate Pin of Spider Gears

Bearing stress: Shear stress:
53

12.4.3 Differential
Calculate Bearing Stress of Spider Gears’ Surface and Semi-axles
Surface of spider gears is calculated according to bearing stress
under the effect of force 𝑄𝑐 :
54
12.6 TECHNOLOGY DESIGN

• Set up test procedures, test machines.
• Product testing standards.
• Selection of raw materials for the production process.
• Select the appropriate type and quantity of machines for the machining process.
• Machining time.
• Number and qualifications of leaders, engineers, supervisors, inspectors, laborers.
• Feedback on the process of bringing the engineering design and alternatives into line
with existing technology.
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12.7 DESIGN ECONOMICS

• Cost of setting up the project.
• Costs for design, production, inspection and supervision, acceptance of products

• Depreciation cost of machinery and equipment.
• Factory cost, electricity and water.
• Cost of raw materials.
• Salary for laborers (workers, technicians, engineers, experts, managers and
company leaders).
• Expenses for advertising, marketing and product distribution (renting business

goods, advertising products, transporting goods, commissions for partners).
56

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HCM CITY UNIVERSITY OF TECHNOLOGY – HCM VNU

FACULTY OF TRANSPORTATION ENGINEERING

CHAPTER 12: DRIVE AXLE DESIGN

Students: Phạm Minh Tiến – 1852791

12.1 WORKING CONDITIONS & REQUIREMENTS

12.1 WORKING CONDITIONS & REQUIREMENTS

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF

• Harder to fabricate than straight teeth.

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF PLANS

• Significantly reduce vehicle weight.

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF PLANS

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF PLANS

• Good dynamics, good grip.

• Difficulty in cooling the engine.

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF PLANS

12.2 ILLUSTRATION, ANALYSIS AND SELECTION OF PLANS

• 12.2.3. According to bridge shell option.

❖ Seamless bridge shell.

❑ Advantages: Small weight, simple manufacturing and low cost.

❑ Cons: Hard to disassemble.

❖ Removable bridge shell.

❑ Advantages: easy to disassemble.

• 12.2.4. According to differential plan.

12.2.5 According to semi axle.

❖ Semi-axle without reducing load.

• Commonly used in pump wheel tractors and a touring car.

• Used on some cars and trucks.

❖ Semi-axle fully offloaded.

12.3 GENERAL LAYOUT DESIGN

FF, RR layout FR layout

12.3 GENERAL LAYOUT DESIGN

Fig 1. Final drive and Fig 2. Final drive and differential

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

Fig 3. Set of bevel gear type

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

If the second gearset is ahead of the

12.3 GENERAL LAYOUT DESIGN

Fig 4. Double reduction

12.3 GENERAL LAYOUT DESIGN

Fig 5. Single gear reduction + last reduction (helical gear)

12.3 GENERAL LAYOUT DESIGN

Fig 6. Single gear reduction + last reduction (planet gear)

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

Fig 7. Differential Structure

12.3 GENERAL LAYOUT DESIGN

Fig 8. Differential in different working state

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

12.3 GENERAL LAYOUT DESIGN

Fig 11. Limited slip differential diagram

12.3 GENERAL LAYOUT DESIGN

Fig 12. Viscous coupling differential

Fig 13. Viscous coupling differential diagram

12.3 GENERAL LAYOUT DESIGN

Fig 14. Torsen differential