CHAPTER-1

INTRODUCTION

1.1 SYNOPSIS:

The proposed mechanism is to reverse lock the differential unit using bevel
gear. By reverse 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 reverse 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.

1
1.2 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.

2
 CHAPTER 2

LITERATURE SURVEY

2.1 INTRODUCTION TO DIFFERENTIAL AND ITS LOCKING

METHODS:

A locking differential or locker is a variation on the standard automotive

differential. A locking differential may provide increased traction compared to a
standard, or "open" differential by restricting each of the two wheels on an axle to
the same rotational speed without regard to available traction or differences in
resistance seen at each wheel.
2.1.1DIFFERENTIAL AN OVERVIEW

A limited slip differential (LSD) is a modified or derived type of differential

gear arrangement that allows for some difference in rotational velocity of the
output shafts, but does not allow the difference in speed to increase beyond a
preset amount. In an automobile, such limited slip differentials are sometimes used
in place of a standard differential, where they convey certain dynamic advantages,
at the expense of greater complexity.

2.1.2 BENEFITS
The main advantage of a limited slip differential is shown by considering the
case of a standard (or "open") differential where one wheel has no contact with the
ground at all. In such a case, the contacting wheel will remain stationary, and the
non-contacting wheel will rotate freelythe torque transmitted will be equal at
both wheels, but will not exceed the threshold of torque needed to move the
vehicle, and thus the vehicle will remain stationary. In everyday use on typical
roads, such a situation is very unlikely, and so a normal differential suffices. For

3
more demanding use, such as driving in mud, off-road, or for high performance
vehicles, such a state of affairs is undesirable, and the LSD can be employed to
deal with it. By limiting the angular velocity difference between a pair of driven
wheels, useful torque can be transmitted as long as there is some traction available
on at least one of the wheels.

2.1.3TYPES

Two main types of LSD are commonly used on passenger cars; torque
sensitive (geared or clutch-based) and speed sensitive (viscous/pump and clutch
pack). The latter is gaining popularity especially in modern all-wheel drive
vehicles, and generally requires less maintenance than the mechanical type.

2.1.4 CLUTCH TYPE - DRIVESHAFT TORQUE ACTIVATED

CHARACTERISTICS:

FIG NO 2.1.1 clutch stack visible on left

FIG NO 2.1.2 spider pinion shaft ramps visible

4
 The clutch-type LSD responds to driveshaft torque. The more driveshaft input
torque present, the harder the clutches are pressed together, and thus the more
closely the drive wheels are coupled to each other. With no / little input torque
(trailing throttle/gearbox in neutral/main clutch depressed) the drive wheels are
still coupled somewhat as the clutches are always in contact to some degree,
producing friction. The amount of preload (hence static coupling) on the clutches is
determined by the general condition (wear) of the clutches and by how tightly they
are shimmed.
Broadly speaking, there are three input torque states: load, no load, and over
run. Under load, as previously stated, the coupling is proportional to the input
torque. With no load, the coupling is reduced to the static coupling. The behavior
on over run (particularly sudden throttle release) determines whether the LSD is 1
way, 1.5 way, or 2 way.
If there is no additional coupling on over run, the LSD is 1 way. This is a
safer LSD, as soon as the driver lifts the throttle, the LSD unlocks and behaves
somewhat like a conventional open differential. This is also the best for FWD cars,
as it allows the car to turn in on throttle release, instead of ploughing forward. If
the LSD increases coupling in the same way regardless of whether the input torque
is forwards or reverse, it is a 2 way differential. Some drifters prefer this type as
the LSD behaves the same regardless of their erratic throttle input, and lets them
keep the wheels spinning all the way through a corner. An inexperienced driver can
easily spin the car when using a 2 way LSD if they lift the throttle suddenly,
expecting the car to settle like a conventional open differential. If the LSD behaves
somewhere in between these two extremes, it is a 1.5 way differential, which is a
compromise between sportiness and safety.

5
2.1.5 MECHANISM
The clutch type has a stack of thin clutch discs, half of which are coupled to
one of the drive shafts, the other half of which are coupled to the spider gear
carrier. The clutch stacks may be present on both drive shafts, or on only one. If on
only one, the remaining drive shaft is linked to the clutched drive shaft through the
spider gears. If the clutched drive shaft cannot move relative to the spider carrier,
then the other drive shaft also cannot move, thus they are locked. The spider gears
mount on the pinion cross shaft which rests in angled cutouts forming crammed
ramps. The crammed ramps are not necessarily symmetrical. If the ramps are
symmetrical, the LSD is 2 way. If they are saw toothed (i.e. one side of the ramp is
vertical), the LSD is 1 way. If both sides are sloped, but are asymmetric, the LSD
is 1.5 way.
As the input torque of the driveshaft tries to turn the differential center,
internal pressure rings (adjoining the clutch stack) are forced sideways by the
pinion cross shaft trying to climb the ramp, which compresses the clutch stack. The
more the clutch stack is compressed, the more coupled the wheels are. The mating
of the vertical ramp (80-85 in practice to avoid chipping) surfaces in a 1 way
LSD on over run produces no cam effect and no corresponding clutch stack
compression.The break-in period of clutch LSDs can be very specific.
Manufacturers give detailed instructions on how to break the differential in. [2] If
these are not followed, the LSD may be permanently harmed, in that it may engage
and disengage erratically due to irregularities on and damage to the clutch surfaces.
Essentially, the LSD must be worked hard to remove manufacturing imperfections,
then drained of the metal-laden oil .Servicing consists of changing the oil after
hard sessions to remove metal particles, and eventually replacement of the clutches
or the center. In any case, the oil should be changed regularly (as opposed to the

6
open differential, where the oil could be left unchanged for several hundred
thousand kilometers).
2.2 THE DEVELOPMENT OF A DIFFERENTIAL FOR THE
IMPROVED TRACTION CONTROL JOURNAL PAPER.

2.2.1 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.)

2.2.2 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

7
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.

2.2.3 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 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 Torsion 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.

2.3 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

8
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.)

2.3.1 DIFFERENCE TO A NORMAL DIFFERENTIAL

1. A normal diff is designed to perform two main (traction related) operations.

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 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

9
air conditions, yet at the same time still allowing differential action when cornering
on hard ground.

2.3.2 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.

2.3.3 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.

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.

2.3.4 DYNAMIC LOCKING PRINCIPLE

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

10
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.

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. )

2.3.5 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.

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1. 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 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.

2. 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.

3. ELIMINATION OF EXCESSIVE TYRE WEAR

12
 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 drive train damage common when differential action is hampered or the
locker does not allow easy unlocking.

4 . EXCELLENT ON ROAD HANDLING

2WD on road handling is the best available and a front fitment has no effect,
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.

5. ELIMINATES THE HARSH NOISY ACTIONS

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.

CHAPTER - 3

13
 COMPONENTS AND DESCRIPTION

3.1. DIFFERENTIAL:

3.1.1 INTRODUCTION:

WHAT'S A DIFFERENTIAL?

When a vehicle is negotiating a corner, the outside wheel has to travel a

greater 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).

FIG NO 3.1.1

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

14
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 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 DIFFERENTIAL:

Conventional or Open

Limited Slip

Automatic Locking

15
 Manual Locking

1. OPEN DIFFERENTIAL:

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 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.

16
FIG NO 3.1.2 WORKING OF A DIFFERENTIAL UNIT

2. 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 between the differential case and the

17
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

3) Installation is simple

4) Cost is reasonable

18
3. 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.

4. MANUALLY LOCKABLE DIFFERENTIALS

Use a conventional differential in conjunction with a mechanical

locking device which can be operated at the drivers 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

19
vehicles, the installation in mass produced recreation type vehicles have been
restricted by high cost and complexity of installation.

5. 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. 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.

3.2 BEVEL GEAR:

3.2.1 INRODUCTION:

Bevel gears are gears where the axes of the two shafts intersect and
the tooth-bearing faces of the gears themselves are conically shaped. Bevel gears
are most often mounted on shafts that are 90 degrees apart, but can be designed to

20
work at other angles as well. The pitch surface of bevel gears is a cone.Two
important concepts in gearing are pitch surface and pitch angle. The pitch surface
of a gear is the imaginary toothless surface that you would have by averaging out
the peaks and valleys of the individual teeth. The pitch surface of an ordinary gear
is the shape of a cylinder. The pitch angle of a gear is the angle between the face of
the pitch surface and the axis.

3.2.2 TYPES:

Bevel gears are classified in different types according to geometry:

Straight bevel gears have conical pitch surface and teeth are straight and
tapering towards apex.

Spiral bevel gears have curved teeth at an angle allowing tooth contact to
be gradual and smooth.

Zero bevel gears are very similar to a bevel gear only exception is the teeth
are curved:

Hypoid bevel gears are similar to spiral bevel but the pitch surfaces are
hyperbolic and not conical. Pinion can be offset above, or below, the gear center,
thus allowing larger pinion diameter, and longer life and smoother mesh, with
additional ratios e.g., 6:1, 8:1, 10:1. In a limiting case of making the "bevel"
surface parallel with the axis of rotation, this configuration resembles a worm
drive.

21
3.2.3 GEOMETRY OF BEVEL GEAR:

The cylindrical gear tooth profile corresponds to an involute, the bevel

gear tooth profile to an octoid. All traditional bevel gear generators (like Gleason,
Klingelnberg, Heidenreich & Harbeck, and WMW Modul) manufactures bevel
gears with an octoidal tooth profile. IMPORTANT: For 5-axis milled bevel gear
sets it is important to choose the same calculation / layout like the conventional
manufacturing method. Simplified calculated bevel gears on the basis of an
equivalent cylindrical gear in normal section with an involute tooth form show a
deviant tooth form with reduced tooth strength by 10-28% without offset and 45%
with offset [Diss. Hnecke, TU Dresden]. Furthermore those "involute bevel gear
sets" causes more noise.

Tooth shape for bevel gears is determined by scaling spur gear tooth
shapes along the face width. The tooth cross-section at the largest part of the tooth
is identical to the tooth cross-section of a tooth from a spur gear with Pitch
Diameter of 2* rb, or twice the Back-Cone Radius, and with an imaginary number
of teeth (N) equal to 2* times the Back-Cone Radius (rb) divided by the Circular
Pitch of the bevel gear (p). This method of obtaining the dimensions and shape of
the largest tooth profile is known at the Tredgold tooth-shape approximation.
Refer to the profiles shown near the Back-cone radius dimension in the drawing
above.

Mean radius:

Hp=Tx n/63000 T = Hp x 63000/n

T = Rm x Wt Wt = Hp x 63000/ n x Rm

22
Teeth:

There are two issues regarding tooth shape. One is the cross-sectional
profile of the individual tooth. The other is the line or curve on which the tooth is
set on the face of the gear: in other words the line or curve along which the cross-
sectional profile is projected to form the actual three-dimensional shape of the
tooth. The primary effect of both the cross-sectional profile and the tooth line or
curve is on the smoothness of operation of the gears. Some result in a smoother
gear action than others.

Tooth line:

The teeth on bevel gears can be straight, spiral or "zero".

Straight tooth lines

In straight bevel gears the teeth are straight and parallel to the generators
of the cone. This is the simplest form of bevel gear. It resembles a spur gear, only
conical rather than cylindrical. The gears in the floodgate picture are straight bevel
gears. In straight, when each tooth engages it impacts the corresponding tooth and
simply curving the gear teeth can solve the problem.

Spiral tooth lines

Spiral bevel gears have their teeth formed along spiral lines. They are
somewhat analogous to cylindrical type helical gears in that the teeth are angled;
however with spiral gears the teeth are also curved.

The advantage of the spiral tooth over the straight tooth is that they engage
more gradually. The contact between the teeth starts at one end of the gear and then
spreads across the whole tooth. This results in a less abrupt transfer of force when a
new pair of teeth come into play. With straight bevel gears, the abrupt tooth

23
engagement causes noise, especially at high speeds, and impact stress on the teeth
which makes them unable to take heavy loads at high speeds without breaking. For
these reasons straight bevel gears are generally limited to use at linear speeds less
than 1000 feet/min; or, for small gears, under 1000 r.p.m.

3.3ADDITIONAL ATTACHING ELEMENTS:

1. BASE:-
It is made of Single iron rod with wheels provided on which the whole
machine is fitted.
2. SUPPORTING ELEMENTS:-
These are made of mild steel flat which are used to support the Unit.

3. LEVERS:-
A mechanical linkage is a series of rigid links connected with joints to
form a closed chain, or a series of closed chains. Each link has two or more
joints, and the joints have various degrees of freedom to allow motion
between the links. A linkage is called a mechanism if two or more links are
movable with respect to a fixed link. Mechanical linkages are usually
designed to take an input and produce a different output, altering the motion,
velocity, acceleration, and applying mechanical advantage...

4. NUTS & BOLTS:-

It is used to join the parts temporary.

CHAPTER-4
24
 WORKING PRINCIPLE AND DESIGN CALCULATIONS
4.1WORKING PRINCIPLE:
The main purpose of this project is to reverse lock the differential or to
disengage the differential at the time when it is needed to be. So to reverse 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 Bevel gears are 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.

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4.2 BLOCK DIAGRAM:

FIG NO: 4.1

26
4.3 ASSEMBLY DIAGRAM:

FIG NO 4.2

27
4.4 DESIGN CALCULATIONS:

BEVEL GEAR CALCULATION:

Since the same material is used for both pinion and gear, the pinion
Is weaker than the gear. So, Design PINION.
1. MATERIAL FOR GEARS:
High Speed Steel
2. CALCULATION OF Z1 & Z2:
No of teeth on pinion, Z1 = 8
No of teeth on gear, Z2 = 13
i= Z2/ Z1 = 13/8 = 1.625
3. CALCULATION OF PITCH ANGLES:
tan 2 = i = 1.625
tan-1 (1.625)= 58.390
2=

+ = 90o
1 2

= 90 58.39 = 31.60o
1

4. CALCULATION OF VIRTUAL NUMBER OF TEETH:

ZV1 = Z1 / cos 1

= 8/ cos (31.60o)
ZV1 = 9.39 = 10

ZV2 = Z2 / cos 2

= 13/ cos (58.39o)

ZV2 = 24.80 = 25

28
5. CALCULATION OF TRANSVERSE MODULE:
mt = pitch circle dia / Z1
mt = 33.5 /8
mt = 4.1875 = 5 mm (from p.s.g data book pg.no: 8.2)
6. CALCULATION OF b, d1, v:
b = 10 mt = 10(5) = 50 mm
d1 = 33.5 mm
v = assume (10 km/ hr) =10000/3600= 2.77 m/s
7. CONE DISTANCE:
R = 0.5 mt + Z12 + Z22
R = 38.16 mm
8. TIP DIAMETER:
da1 = mt (Z1 + 2cos 1)
da1 = 5 (8+ 2 cos (31.60))
da1 = 48.51 mm

da2 = mt (Z2 + 2cos 2)

da2 = 5 (13+ 2 cos (58.39))
da2 = 70.24 mm
9. HEIGHT FACTOR:
f0 = 1
10. CLEARANCE:
c = 0.2

11. ADDENDUM ANGLE:

29
 tan a1 = a2 = mt . f0/ R
a1 = a2 = 7.460
12. ADDENDUM ANGLE:
tan f1 = f2 = mt . f0+C/ R
f1 = f2 = 8.930
13. ROOT ANGLE:
f1 = 1 - f1

= 31.60 8.93
f1 = 22.67
f2 = 2 - f2

= 58.39 8.93
f2 = 49.46

14. PRESSURE ANGLE:

=20 0

15. MINIMUM NUMBER OF TEETH ON PINION TO AVOID

UNDERCUTTING:
ZU = 2.cos 1 / sin2
ZU = 14.56
16. MEAN SPIRAL ANGLE:
m = 350 (preferred)

17. ADDENDUM:
ha = mt = 5 mm
18. DEDDENDUM:
hf = 1.1236. mt

30
hf = 5.618 mm
19. TOOTH HEIGHT:
h = ha + hf
= 5+ 5.618
h = 10.618 mm
20. WORKING DEPTH:
hw = 2.mt
= 2(5)
hw = 10 mm
DIMENSIONS OF SHAFT:
DIAMETER OF SHAFT = 15 mm
LENGTH OF SHAFT = 381 mm

31
 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. 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

32
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.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

33
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.

34
 CHAPTER-6

COST ESTIMATION

1. MATERIAL COST:-
Sl. Qty. Material AMOUNT (Rs)
PARTS
No.

i. Frame Stand 1 Mild Steel 1500

ii. Wheel 1 M.S 950

iii. Bevel Gears including 1 M.S 2500

attachments

iv. Levers 1 M.S 100

TOTAL = 4050
2. LABOUR COST:-

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

CUTTING:
Cost = Rs.2500/-
3. OVERHEAD CHARGES:-
The overhead charges are arrived by Manufacturing cost
Manufacturing Cost = Material Cost + Labor cost

35
 = 4050+2500
= 6550

TOTAL COST:-
Total cost = Material Cost + Labor cost
= 4050 + 2500
= 6550/-
Total cost for this project = 6550/-

36
 CHAPTER-7

ADVANTAGES, DISADVANTAGES AND APPLICATIONS

ADVANTAGES:

It requires simple maintenance cares

The safety system for automobile
Checking and cleaning are easy, because of the main parts are
screwed.
Easy to Handle
Low cost automation project
Repairing is easy
Replacement of parts is easy

DISADVANTAGES:

Initial cost is high

The system is complicated one

APPLICATIONS:

It is very much useful for car owners & Auto-garages

Thus it can be useful for the two wheeler application

37
 CHAPTER-8

CONCLUSION

What has been discussed above is nothing but only a broad rather a very
broad outline. Every industry has its own special features. Within the broad frame
work, suitable systems of management were to be adopted by each unit.
The matter discussed in the earlier page just give a board outline for starting
managing an industry in small scale sector. We have tried our level best to give ear
picture about the needs and requirements of industry which produces
AUTOMATIC BRAKE FOR HILL STATION in the earlier pages. Every
attempt has been made to reduce cost and material movement.
The main consideration in the layout and running is practical rather than
the accuracy of facts and figures. Considering above factors so far discussed, it can
be clearly seen that this is a feasible project. It can be also found that it posses
economic viability and profitability projection.

38
 CHAPTER-9
PHOTOGRAPHY

FIG NO 10.1 DIFFERENTIAL UNIT

FIG NO 10.2 ASSEMBLY PART

39
 CHAPTER-10

REFERENCES

1. 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.

2. G.B.S. Narang, Automobile Engineering, Khanna Publishers, Delhi,

1991, pp 671.

3. www.4wdsystems.com.au/pdf/LOKKA%20discussion%20paper.pdf

Lokka differential locker paper.

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