Medicaps Institute of Technology

and Management

Case Study on
Transmission System

Submitted by:
Pratik Agrawal
Mech-B-VI-081

Gear Materials
Material
Specification

Hardness
Case

Core

Rc

Bhn

Typical Heat Treatment,

Characteristics, and Uses
Case-Hardening Steels

AISI 1020
AISI 1116

Carburize, harden, temper at 350F. For gears that must be

160 wear-resistant. Normalized material is easily machined. Core
5560
230 is ductile but has little strength.

AISI 4130
AISI 4140

Harden, temper at 900F, Nitride. For parts requiring greater

270 wear resistance than that of through-hardened steels but
5055
370 cannot tolerate the distortion of carburizing. Case is shallow,
core is tough.

AISI 4615
AISI 4620
AISI 8615
AISI 8620

170
} 55
260
60 }
200
5560
300

Carburize, harden, temper at 350F. For gears requiring high

fatigue resistance and strength. The 86xx series has better
machinability. The 20 point steels are used for coarser teeth.
Carburize, harden, temper at 300F.

AISI 9310

5863 250 Primarily for aerospace gears that are highly loaded and
350 operate at high pitch line velocity and for other gears
requiring high reliability under extreme operating conditions.
This material is not used at high temperatures.
Harden, temper at 1200F, Nitride.

Nitralloy N and
For gears requiring high strength and wear resistance that
Type 135 Mod.
cannot tolerate the distortion of thecarburizing process or that
300
(15-N)
9094
operate at high temperatures. Gear teeth are usually finished
370
before nitriding. Care must be exercised in running nitrided
gears together to avoid crazing of case-hardened surfaces.
Through-Hardening Steels
AISI 1045
AISI 1140

2440

Harden and temper to required hardness. Oil quench for

lower hardness and water quench for higher hardness. For
gears of medium and large size requiring moderate strength
and wear resistance. Gears that must have consistent, solid
sections to withstand quenching.
Harden (oil quench), temper to required hardness.

AISI 4140
AISI 4340

2440

For gears requiring high strength and wear resistance, and

high shock loading resistance. Use 41xx series for moderate
sections and 43xx series for heavy sections. Gears must

have consistent, solid sections to withstand quenching.

Some examples of case hardening steels are

15NiCr1Mo15, En33,En34,En41,17CrNiMo6
Some examples of Nitriding materials are
40Cr2Al1Mo18, En40C, En 41A, Nitrolloy,
34CrAlMo5

The Above graph is used for the calculations.

CVT Tuning for Polaris

Different Alternatives of Current Differential

arrangement
SPOOL

A spool is a device that connects the two axles directly to the ring gear.
There is no differentiation side to side, so a vehicle equipped with a spool will
bark tires in turns and may become unmanageable in wet or snowy weather.
Spools are usually reserved for competition vehicles not driven on the street.
[4]

Mini-spool uses the stock carrier and replaces only the internal components
of the differential, similar in installation to the lunchbox locker. A full spool
replaces the entire carrier assembly with a single machined piece. A full
spool is perhaps the strongest means of locking an axle, but has no ability to
differentiate wheel speeds whatsoever, putting high stress on all affected
driveline components.
The internal spider gears of an open differential can also be welded together
to create a locked axle; this method is not recommended as the welding
process seriously compromises the metallurgical composition of the welded
components, and can lead to failure of the unit under stress. If it is desirable
to have a spooled axle, the better option is to install either a mini-spool or a
full spool.

Limited Slip Differential

A limited-slip differential (LSD) is a type of automotive differential gear

arrangement that allows for some difference in angular velocity of the output
shafts, but imposes a mechanical bound on the disparity.

TORSEN Differential
The Torsen differential works just like a conventional differential but can lock
up if a torque imbalance occurs, the maximum ratio of torque imbalance
being defined by the Torque Bias Ratio (TBR).[3] When a Torsen has a 3:1 TBR,
that means that one side of the differential can handle up to 75% while the
other side would have to only handle 25% of applied torque. During
acceleration under asymmetric traction conditions, so long as the higher
traction side can handle the higher percentage of applied torque, no relative
wheelspin will occur. When the traction difference exceeds the TBR, the
slower output side of the differential receives the tractive torque of the faster
wheel multiplied by the TBR; any extra torque remaining from applied torque
contributes to the angular acceleration of the faster output side of the
differential.
NOTE: The TBR should not be confused with the uneven torque-split feature
in the planetary-type Torsen III. The planetary gearset allows a Torsen III
center differential to distribute torque unevenly between front and rear axles
during normal (full traction) operation without inducing wind-up in the
drivetrain. This feature is independent of the Torque Bias Ratio.

In my opinion the Torsen Differential is best because the it gets locked as per
the conditions of terrain. Also it will provide better maneuverability and
handling of car.

Tripod Joint
Tripod CV Joints
As with ball-type CV joints, tripod joints come in two varieties: plunge and fixed.
Tripod Plunging Joints
Tripod plunging joints consists of a central drive part or tripod (also know as spider). This
has three trunnion fitted with spherical rollers on needle bearings and an outer housing
(sometimes called a tulip because if its three-lobed, flower-like appearance). On some
tripod joints, the outer housing is closed, meaning the roller tracks are totally enclosed
within it. On others, the tulip is open and the roller tracks are machined out of the housing.
Tripod joints are most commonly used as FWD inboard plunge joints.
Fixed Tripod Joints
The fixed tripod joint is sometimes used as the outboard joint in FWD applications. In this
design, the trunnion is mounted in the outer housing, and the three roller bearings turn
against an open tulip on the input shaft. A steel locking spider holds the joint together.
The fixed tripod joint has a much greater angular capability. The only major difference from
a service standpoint is that the fixed tripod joint cannot be removed from the half-shaft or
disassembled because of the way it is manufactured. The complete joint and shaft assembly
must be replaced if the joint goes bad.

Conclusion:
We thus see that this joint will eliminate the requirement of the vulnerable
slider block system.