J2817 - 201908 - TBR

Downloaded from SAE International by Rajnish Saini, Wednesday, December 30, 2020
SURFACE VEHICLE J2817™ AUG2019
RECOMMENDED PRACTICE Issued 2008-08

Revised 2019-08
Superseding J2817 AUG2008
(R) Definition and Measurement of Torque Biasing Differentials
RATIONALE
This document is being updated to include all types of differentials and to include lessons learned from recent test
developments completed in late 2014.
1. SCOPE
This SAE Recommended Practice covers passive torque biasing axle and center differentials used in passenger car and
light truck applications. Differentials are of the bevel gear, helical gear, and planetary types, although other configurations
are possible.
1.1 Purpose
To provide a common means to define, measure, and quantify the operating characteristics of torque biasing for all
differentials.
2. REFERENCES
There are no referenced publications specified herein.
3. DEFINITIONS
3.1 TORQUE BIAS RATIO
Given a differential where one full turn of a first output shaft results in one full turn in the opposite direction of a second
output shaft (1:-1 ratio across outputs):
Torque bias ratio is defined as the ratio of the output torques when differentiating under load.
Torque Bias Ratio (TBR) = Torque High/Torque Low (Eq. 1)

(Expressed as N:1)
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SAE INTERNATIONAL J2817™ AUG2019 Page 2 of 15
Thigh
Tlow
Figure 1 - Differential outputs showing high and low torque
3.2 LOCKING EFFECT
Locking effect (LE) is an alternate means of expressing torque imbalance supported by the differential. It is the relationship
between torque difference and input (total) torque. It is useful when defining the performance of a torque split differential
(ratio across outputs other than 1:-1). The relationship between locking effect and bias ratio is shown in Figure 2.
% Locking Effect = 100 x ΔT/Ttotal (Eq. 2)
% LE = 100 x (Torque High - Torque Low)/(Torque High + Torque Low)
% LE = 100 x (TBR - 1)/(TBR + 1)
TBR = (1 + %LE)/(1 - %LE) (Eq. 3)
100
80
60
% LE
40
20
0
1 2 3 4 5 6 7 8 9 10
TBR
Figure 2 - Plot of locking effect versus torque bias ratio

3.3 TORQUE SPLITTER
Tinput
Trear
Tfront
Figure 3 - Diagram of torque splitter
T Input = T Front + T Rear (Eq. 4)
Torque split ratio (TSR) is the gear ratio of the two output shafts.
where:
Nf = number of teeth on front output gear
Nr = number of teeth on rear output gear
TSR = Nf/Nr (Eq. 5)
Example:
12 teeth on front output gear.
18 teeth on rear output gear.
TSR = Nf/Nr = 12/18 = 0.667
Torque distribution (front:rear) assuming a “frictionless” open differential is always fixed at a certain ratio determined as
follows:
% Torque to front output: Tf = 100 x Nf/(Nf + Nr)
% Torque to rear output: Tr = 100 x Nr/(Nf + Nr)

Example #1:
12 teeth on front output gear.
18 teeth on rear output gear.
%Tf = 100 x 12/(12 + 18) = 40%
%Tr = 100 x 18/(12 + 18) = 60%
This is normally expressed as a 40/60 (front/rear) nominal torque split.
When biasing capability is added, torque is distributed over a range around the nominal split ratio. Torque distribution ratio
(TDR) is the ratio of the output torques when biasing. It is expressed as the ratio of the high torque output to the low torque
output and may also be shown as percent torque to front and rear. It is a combined effect of TSR and TBR.
When biasing to the front, TDR = TBR * TSR
When biasing to the rear, TDR = TBR/TSR
Example #2: 12/18 tooth combination gearing, 30% locking effect:
TSR = Nf/Nr = 12/18 = 0.667
LE = 0.3
TBR = (1 + 0.3)/(1 - 0.3) = 1.86
When biasing to front, TDR = 1.86 * 0.667 = 1.24 (1.24:1 ratio front to rear).
%Tf = 100 x TDR/(TDR + 1)
%Tf = 100 x 1.24/(1.24 + 1) = 55.4% (55% front, 45% rear)
When biasing to rear, TDR = 1.86/0.667 = 2.78 (2.78:1 ratio rear to front).
%Tr = 100 x TDR/(TDR + 1)
%Tr = 100 x 2.78/(2.78 + 1) = 73.5% (74% rear, 26% front)
In Example #2, the nominal 40:60 torque split will send up to 55% of the torque to the front or 74% to the rear due to the
biasing capability. Within the defined limits of torque distribution, differential gearing remains static relative to the differential
housing in a vehicle application. When torque distribution reaches either the bias to front or bias to rear limit, differentiation
will occur with torque distributed at the limit. Torque distribution is shown graphically in Figure 4.
100%
Torque Distribution Front
Bias to Front
(55 / 45)
50 / 50
30% Locking Effect
40 / 60 No differentiation within
this range
Bias to Rear
(26 / 74)
100 %
Rear
1.0 1.86 TBR Infinite
Torque Bias Ratio
Figure 4 - Torque distribution at 30% LE
Example #3: 18/12 tooth combination gearing, 30% locking effect.
TSR = Nf/Nr = 18/12 = 1.50
LE = 0.3
TBR = (1 + 0.3)/(1 - 0.3) = 1.86
When biasing to front, TDR = 1.86 * 1.50 = 2.78 (2.78:1 ratio front to rear).
%Tf = 100 x TDR/(TDR + 1)
%Tf = 100 x 2.78/(2.78 + 1) = 73.5% (74% front, 26% rear)
When biasing to rear, TDR = 1.86/1.50 = 1.24 (1.24:1 ratio rear to front).
%Tr = 100 x TDR/(TDR + 1)
%Tr = 100 x 1.24/(1.24 + 1) = 55.4% (55% rear, 45% front).
3.4 Preload
Torque biasing properties of bevel, helical, and planetary gear differentials are commonly achieved by using gear thrust
forces to generate friction within the differential, and thereby resistance to differentiation. Spring thrust may also be added
to generate additional friction.
Without the addition of spring thrust, there is generally negligible resistance to differentiation when input torque is equal to
zero. With the addition of spring thrust, an initial preload is generated which creates resistance to differentiation when input
torque is equal to zero.
The effect of preload can be seen in Figure 5 by examining ∆ torque versus total torque.
ΔT = Thigh - Tlow
+ Preloaded, spring adds to gear thrust

Δt0 = preload torque
across outputs with no
input torque Preloaded, gear thrust compresses spring
No preload
Δt0
- + Ttotal = Thigh + Tlow
Note that with no input torque, there is

no torque difference across the
outputs with a non-preloaded
differential
-
Figure 5 - Plot of ∆ torque versus total torque
In the typical case where spring preload adds to gear thrust, ∆ torque created by spring preload increased torque on the
highly loaded output and decreases torque on the opposite output.
Example #4: 2.5 TBR + 100 N*m Preload in an axle differential
Thigh = Ttotal * TBR/(TBR + 1) + 100
Tlow = Ttotal * 1/(TBR + 1) - 100
Figure 6 shows a comparison of output torques in an axle differential having 2.5 TBR with no preload and with 100 N*m
preload.
where:
TL = torque left, Nm
TR = torque right, Nm
2.5 TBR + 100 N*m

Preload
TL
1500
1000
500
TR
0
-1500 -1000 -500 0 500 1000 1500
-500
-1000
-1500
Preload
No Preload
Figure 6 - 2.5 TBR with and without preload
3.5 Backlash
Backlash is normally found in any bevel, helical, or planetary geared differential as a result of necessary manufacturing
tolerances and operating clearances between internal components. It is evident during a load reversal as a rotational
movement of the input or outputs which occurs before torque is transmitted. It should be noted that preload (e.g., spring)
will increase the amount of input torque required before this rotational movement can be detected.
3.6 Modes of Operation
Torque bias can be measured in four modes of operation as shown in Figure 7. These modes apply to both axle and center
differentials.
Accelerate
(High Torque) Braking
in 2 point test (Low Torque)
or braking in 3
point test
Rotation Rotation
Reaction torque, fixture to
housing (2 point test) or input
torque (3 point test)
Typical of drive mode, left turn in a rear axle
Accelerate
Braking (High Torque)
(Low Torque) in 2 point test
or braking in 3
point test
Rotation Reaction torque, fixture to Rotation

Typical of coast mode, left turn in a rear axle
Accelerate
Braking
(High Torque)
(Low Torque)
in 2 point test
or braking in 3
point test

Typical of drive mode, right turn in a rear axle
Figure 7 - Four modes of operation

Accelerate
(High Torque)
in 2 point test Braking
or braking in 3 (Low Torque)
point test

Typical of coast mode, right turn in a rear axle
Figure 7 - Four modes of operation (continued)
4. PROCEDURES
The significance of torque-to-turn (TTT) measurement is to determine the relative nature of the overall natural “stiffness” of
the differential. Even non-preloaded differentials have some natural stiffness built in; this test is to determine the quantity of
the initial break away torque and differentiation torque measured in both low bias and high bias mode.
4.1 Preload Measurement
4.1.1 Torque-to-Turn (TTT) Procedure (Low Bias/Output to Output Measurement)
a. Lubricate all sliding surfaces with the application specific lubricant. Note certain clutch materials may need to be soaked
for an extended period of time.
b. Assemble suitable output shafts to differential.
c. Lock one output shaft from rotation.
d. Allow input member to rotate freely.
e. Turn opposite output shaft a minimum of three full clockwise rotations at 3 rpm speed.
f. Record peak (breakaway torque) reading as well as average (rolling torque) reading. An example is shown in Figure 8.
g. Repeat steps e. and f. in the reverse direction.
Note this method can be used to measure an in-vehicle axle differential by raising one wheel off the ground and placing the
transmission in neutral.
Preload Measurement
Breakaway Torque
Rolling Torque
Torque
Rotation
Figure 8 - Example of breakaway torque and rolling torque
4.1.2 Torque-to-Turn (TTT) Procedure (High Bias/Output to Input Measurement)
b. Assemble suitable output shafts to differential.
c. Lock input member from rotation.
d. Turn one output shaft a minimum of three full clockwise rotations at 3 rpm ± 1 rpm of speed while allowing the opposite
output to rotate freely.
e. Record peak (breakaway) reading as well as average (rolling torque) reading.
f. Repeat steps d. and e. in the reverse direction.
g. Repeat steps d. through f. with the opposite output shaft.
Note this method can be used to measure an in-vehicle axle differential by raising both wheels off the ground and placing
the transmission in park. TTT will change over life; suggest that it be measured green and after break in called out in 4.3.2.
If measuring a plate style LSD, do not run TBR first, since it will affect the clutch surface due to the high load place on the
surfaces during the TBR test.
4.2 Backlash Measurement (Applies to Differentials without Preload)
4.2.1 Measurement at One Output
b. Assemble output shafts equipped with expanding arbors to differential. This is intended to measure backlash of the
differential assembly only and does not include splines.
c. Lock one output shaft from rotation.
d. Lock input member from rotation.

e. Turn opposite output shaft in both clockwise and counterclockwise directions under a torque load of ±15 N∙m.
f. Measure and record total rotational movement of the output shaft to which torque was applied.
NOTE: If testing a differential in an assembly (such as an axle), be aware that other components will contribute to measured
backlash.
4.2.2 Measurement at Input (High Torque)
b. Assemble output shafts equipped with expanding arbors to differential. This is intended to measure backlash of the
differential assembly only and does not include splines.
c. Lock both output shafts from rotation.
d. Rotate the input in one direction to a torque of 100 N∙m.
e. Rotate the input in the opposite direction to a torque of 100 N∙m.
f. Rotate the input back to the original position (zero torque).
g. Referring to Figure 9, draw the best-fit lines (labeled) tangent to the curves. This separates wind up from lash.
Typical Rotational Lash Graph
+
Lash A to C
T C D
o
r 0
q
u A B
e
Lash B to D
-
- 0 +
Degrees rotation
Figure 9 - Rotational lash
h. Measure the distance between lines A and C and B and D.
i. Average the distance.
j. Multiply this value by the graph scale to determine rotational lash value.
To eliminate variability due to interpretation of best fit lines, it is recommended to use a curve fitting technique.
4.3 Component Level Torque Bias Test
4.3.1 Equipment Requirements
Measurement at component level can be performed on a vertical or horizontal axis bench stand with two motor-brakes with
the test differential secured to a fixture and provisions for lubricant flow to the differential. Temperature control is typically
not required; however, temperature must remain below the maximum operating level as defined by the lubricant supplier. It
should be noted that lubricant temperature may affect torque bias ratio. A provision to ensure removal of lubricant
contaminants is required.
Motor / Brake
Torquemeter
Biasing device grounded to

fixture plate
Torquemeter
Motor / Brake
Figure 10 - Two point test rig
A diagram of the two point test rig is shown in Figure 10. Torque and speed capabilities are to be appropriately sized for the
differential application. Torque meter accuracy is to be within ±0.5% of full scale. Output speed measurement is to be
accurate within ±1% of actual speed.
4.3.2 Test Conditions
4.3.2.1 Break-In
Break-in is specified as a percentage of the total differential life, which is also the durability schedule to which the differential
will be tested. It is assumed that the differential will be tested in the “as-shipped” condition recognizing that a change in bias
ratio may be observed with extended operation at differentiation under load. This typically appears as a knee in the bias
curve after which bias becomes stable as shown in Figure 11.
Figure 11 - Typical break-in curve
The unit shall be broken in by running it up to 3% of the vehicle’s durability schedule. This can be done on a dyno using
only the events that have differential speed across the axle or differential. Do not run TBR measurements before break in.
This is important for clutch style LSD RDM/axles.
4.3.2.1.1 Lubricant
The axle lubricant should be verified to be at the correct level and have the correct level of friction modifier. If this is unknown,
the lubricant should be changed to ensure the correct fluid and friction modifier. The type of lubricant, including the quantity
of friction modifier as a volume percent, as well as total quantity of lube and test temperature should be documented as part
of the test report.
4.3.2.2 Backlash and Preload
If applicable, record differential, TTT preload, and rotational backlash prior to testing. Since each supplier may have different
backlash testing procedures, the final report shall outline the method used and the results.
4.3.2.3 Operating Parameters for Test
Maximum total torque for the test to be controlled to 5 to 30% of vehicle skid torque as measured across the differential
outputs. Torque is to be either continuously ramped or incrementally stepped from 0 to the maximum (30% of skid torque)
while differentiating. Note that biasing differentials of the type defined in this procedure normally do not differentiate in
vehicle maneuvers where loading is greater than 30% of skid torque. In cases where differentiation can occur at higher
torque loads, this is addressed using component level fatigue testing where bias performance is not the intent of the test.
Differential rate, defined as speed difference across the outputs, is to be controlled to 20 rpm, ±10%, during the
measurement cycle.
Provide an adequate supply of application specific lubricant, including friction modifier if specified, to the differential during
the measurement cycle. Lubrication may be by a continuous flow directed into the differential, or by immersion in a bath.
Report the lubrication method used including differential orientation, lubricant specification, flow rate (if applicable), filtration,
and temperature.
Measure and record torque outputs over a range of input torque loads and differential rates as determined in the operating
parameters. Operate in all modes expected to occur in the vehicle application. This is normally four modes for an axle
differential (drive left and right, engine braking left and right) and two modes for a center differential (drive and engine
braking while the front output overruns the rear output. Report torque as the average of any oscillations that occur.
4.3.2.4 Method of Plotting Torque Bias Test Results
Torque Distribution Across Differential Outputs

Output #2 Biasing
+ 50:50 Open
Biasing
Preload
- Torque + Torque
Output #1
Preload
This is the preferred method of

reporting torque bias test results.
Figure 12 - Plot of torque bias test output

4.4 Assembly Level Torque Bias Test
Measurement at assembly level can be performed on a three point dynamometer with the differential mounted in an axle,
transaxle, or transfer case. A diagram of the three point test rig is shown in Figure 13.
3 Point Tester
Drive Motor
Motor / Brake Motor / Brake
Torquemeter Torquemeter
Figure 13 - Three point test rig
When testing as an assembly, lubricant sump temperature is to be controlled with accuracy within ±5 °C. Lubricant
temperature control is recommended through the use of regulated air flow over the test components. As an alternative,
lubricant may be circulated through an external heating/cooling device. However, this may require an over-fill of the
assembly with lubricant level higher than recommended. It should be noted that temperature of the friction surfaces may
become much higher than sump temperature. Duration of the test cycle may be critical to limiting friction surface
temperature.
Mount differential in axle assembly, transaxle or transfer case. Install equipment for measuring sump temperature. Fill sump
to the recommended level using the lubricant specified for the vehicle application.
For test parameters and reporting of results, see 4.3.2, test conditions for component level measurement.
5. NOTES
5.1 Revision Indicator
A change bar (I) located in the left margin is for the convenience of the user in locating areas where technical revisions, not
editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title
indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original
publications, nor in documents that contain editorial changes only.
PREPARED BY THE SAE DRIVETRAIN STANDARDS COMMITTEE

J2817 - 201908 - TBR

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Downloaded from SAE International by Rajnish Saini, Wednesday, December 30, 2020

SURFACE VEHICLE J2817™ AUG2019

RECOMMENDED PRACTICE Issued 2008-08

Superseding J2817 AUG2008

(R) Definition and Measurement of Torque Biasing Differentials

There are no referenced publications specified herein.

3.1 TORQUE BIAS RATIO

Torque Bias Ratio (TBR) = Torque High/Torque Low (Eq. 1)

SAE INTERNATIONAL J2817™ AUG2019 Page 2 of 15

Figure 1 - Differential outputs showing high and low torque

3.2 LOCKING EFFECT

% Locking Effect = 100 x ΔT/Ttotal (Eq. 2)

% LE = 100 x (Torque High - Torque Low)/(Torque High + Torque Low)

% LE = 100 x (TBR - 1)/(TBR + 1)

TBR = (1 + %LE)/(1 - %LE) (Eq. 3)

Figure 2 - Plot of locking effect versus torque bias ratio

SAE INTERNATIONAL J2817™ AUG2019 Page 3 of 15

3.3 TORQUE SPLITTER

Figure 3 - Diagram of torque splitter

T Input = T Front + T Rear (Eq. 4)

Nf = number of teeth on front output gear

Nr = number of teeth on rear output gear

TSR = Nf/Nr (Eq. 5)

12 teeth on front output gear.

18 teeth on rear output gear.

TSR = Nf/Nr = 12/18 = 0.667

% Torque to front output: Tf = 100 x Nf/(Nf + Nr)

% Torque to rear output: Tr = 100 x Nr/(Nf + Nr)

SAE INTERNATIONAL J2817™ AUG2019 Page 4 of 15

12 teeth on front output gear.

18 teeth on rear output gear.

%Tf = 100 x 12/(12 + 18) = 40%

%Tr = 100 x 18/(12 + 18) = 60%

This is normally expressed as a 40/60 (front/rear) nominal torque split.

When biasing to the front, TDR = TBR * TSR

When biasing to the rear, TDR = TBR/TSR

Example #2: 12/18 tooth combination gearing, 30% locking effect:

TSR = Nf/Nr = 12/18 = 0.667

TBR = (1 + 0.3)/(1 - 0.3) = 1.86

%Tf = 100 x TDR/(TDR + 1)

%Tf = 100 x 1.24/(1.24 + 1) = 55.4% (55% front, 45% rear)

%Tr = 100 x TDR/(TDR + 1)

%Tr = 100 x 2.78/(2.78 + 1) = 73.5% (74% rear, 26% front)

SAE INTERNATIONAL J2817™ AUG2019 Page 5 of 15

Figure 4 - Torque distribution at 30% LE

Example #3: 18/12 tooth combination gearing, 30% locking effect.

TSR = Nf/Nr = 18/12 = 1.50

TBR = (1 + 0.3)/(1 - 0.3) = 1.86

%Tf = 100 x TDR/(TDR + 1)

%Tf = 100 x 2.78/(2.78 + 1) = 73.5% (74% front, 26% rear)

%Tr = 100 x TDR/(TDR + 1)

%Tr = 100 x 1.24/(1.24 + 1) = 55.4% (55% rear, 45% front).

SAE INTERNATIONAL J2817™ AUG2019 Page 6 of 15

+ Preloaded, spring adds to gear thrust

Note that with no input torque, there is

Figure 5 - Plot of ∆ torque versus total torque

Example #4: 2.5 TBR + 100 N*m Preload in an axle differential

Thigh = Ttotal * TBR/(TBR + 1) + 100

Tlow = Ttotal * 1/(TBR + 1) - 100

SAE INTERNATIONAL J2817™ AUG2019 Page 7 of 15

2.5 TBR + 100 N*m

Figure 6 - 2.5 TBR with and without preload

3.6 Modes of Operation