Final Project Report

LIMITED SLIP DIFFERENTIAL WITH ELECTROMAGNETIC CLUTCH
CHAPTER 1
1.1 INTRODUCTION
New researches are now made on the differential of an automobile. Nowadays
different new types of differential are available. By eliminating the disadvantages and by
improving the efficiency, varieties of differential were introduced earlier. Those which was
commonly used in automobile at that time had many disadvantages. By the invention of
locking differential many of that disadvantages were overcome by the combination of open
differential and locking mechanism.
Limited slip differential had ruled the new differential world in automobile and now
we are introducing a new differential i.e., Limited slip differential with electromagnetic
clutch. The main objective of our project is to reduce the manufacturing cost of limited slip
differential as well as decreases the response time, also to decreases the slipping of wheels in
slippery condition.
By the addition of an electromagnetic clutch we can eliminate a number of

mechanical part or linkages so for the engagement there is no need of a mechanical linkages,
electronically it will engage and torque will transmitted mechanically. It will help in the
better actuation and can decreases the response time, so that the maintenance will also
decrease.
This project deals with the research of a new trend in the automobile industry limited slip
differential with electromagnetic clutch. Mainly there are three types of differential, open
differential, locking differential, limited slip differential. By the present scenario limited slip
differential is the most effective and newest one, But then also there are many disadvantages
for limited slip differential.
In this research we are trying to modify the open differential with addition of an
electromagnetic clutch. By the addition of an electromagnetic clutch we can remove many of
the mechanical parts. The main aim to add electromagnetic clutch is, since there is no
mechanical linkages are required to control their engagement, it will provide very fast and
smooth operation. The response time will also be reduced.
The project will also influence in improving the effectiveness of the present open slip
differential. The project is based on a simple open differential with an electromagnetic clutch
assist. A limited-slip differential (LSD) is a type of differential which allows its two output
shafts to rotate at different speeds but limits the maximum difference between the two shafts.
The coupling selectively & drivingly interconnects one of the side gears and the case. The
electromagnet of the coupling is axially moveable within the case to selectively place the
differential assembly in an open or a locked condition. The electromagnetic clutch makes
sure that it avoids excessive slip using the motor fitted on the case meshing with another gear
next to the side gears. Normal differentials have a tendency to slip excessively. This slip is
limited using this clutch pack which connects the case and axle directly.
DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 1

CHAPTER 2
2.1 LITERATURE SURVEY
An exhaustive literature survey made on limited slip differential with electromagnetic clutch
shows a lot of research and investigations have been done especially on fabrication and
subsequent characterization in various engineering applications. In this chapter, some
selected literatures are mentioned and their outcomes are discussed.
[1] Carl R. Binkley has conducted investigations on limited slip or locking differential of the
type in which the clutch pack is actuated in response to an external signal, wherein the
differential overcomes the problems associated with the open differential. Here he has used
one input pinion gear and a pair of output side gears in the gear case. The clutch pack is a
cam means which is operated to ramp-up and engage the clutch pack. Here the function of an
anti-slip differential is similar to that of limited slip differential. When one of the rear wheels
loses traction, the other which has more traction will engage and keep the truck moving. It
doesn’t create a bind in the axle as that of limited slip differential, thus it helps in going
around the corners.
[2] William C. Sullivan has conducted investigation on differential speed limiting device. A
differential speed limiting device helps limit the relative speed of first and second member of
a differential without any outside action by the vehicle operator. This type of device is
maintenance free and intended to operate the life of the vehicle. If the vehicle were to be
driven in a straight line and operating under ideal conditions, there would be no difference in
the rotational speed of the two shafts and the differential casing would rotate at the same
speed as the side gears. However, if there is a loss of traction to one of the wheels associated
with one of the axle shafts, differentiation would occur so that a relative rotational speed
would exist between the differential casing and the side gear. To limit the relative rotational
speed between these two members, a device is provided in the form of the differential speed
limiting device.
[3] Eas James Irwin has conducted study on electronically controlled limited slip
differential. It provides an improved electronically controlled assembly in which both limited
slip and open differential capabilities can be achieved. The differential assembly includes a
rotatable differential planetary case, a two spider gears rotatable supported in the case and a
pair of opposite side gears in meshing with the spider gearing to permit differential rotation.
The differential assembly includes a friction disk clutch assembly disposed within the
differential case and provided to lock the differential assembly. The friction clutch assembly
includes a number of alternating outer friction plates non-rotatable coupled to the differential
case and inner friction plates Splinted to a thrust collar disposed within the differential case
coaxially to the Side gears and adapted for loading the friction clutch plates when actuated.

[4] J. De Gowske has conducted study on differential with electromagnetic clutch. The
differential unit consist of a casing, a pair of pinion gears, a pair of side gears and an
electromagnetic clutch. The electromagnetic clutch is used to connect one of the side gear to
the casing. The action of clutch makes the differential in locked or opened condition. Apart
from the differential unit, a controller is present outside. The controller gets input from two
speed sensors which reads rotational speed of axles. Comparing the vehicle speed with the
axle speeds, the controller will output an electrical signal to the electromagnetic clutch. The
electromagnetic clutch engages and keeps the differential in locked condition. In a case of
excessive slip the controller automatically recognizes the situation using some pre written
programs. Then it actuates the magnet present in the clutch. In such situation the differential
will be in locked condition. In normal condition the clutch will be disengaged and the
differential will be opened.
[5] Hong bin Wang, el. Sean Brown has conducted study on electromechanical clutch
actuation system for limited slip differential. The electromechanical clutch consists of a first
lever, second lever and an actuation mechanism. The first and second lever arm is rotationally
fixed on pivot arm. The actuator assembly is such that it pivots the arms and those will press
together. The differential which is provided will slip excessively. The controller will
recognize this and will run the actuator assembly. The actuator assembly consist of a ball
screw mechanism. The motor runs the ball screw mechanism. The ball screw is operable to
move the thrust plates and thus engaging clutch. There is a torsion spring on the shaft of ball
screw which returns the clutch to initial position. This is how the electromechanical actuator
locks the differential.
[6] Osamu Kawamura conducted study on limited slip differential. This differential is also
known as Torsen differential. This differential consists of worm and worm wheels, whereas
two or more of them are fixed on a planetary carrier. There are spur gears fixed at the both
end of each worm to mesh each pair. In the normal condition both the worm wheel in a pair
moves the worm wheels and hence runs the both axle. In a turn the one axle which rotates
with more speed rotates the corresponding worm and worm wheel. This will in turn rotates
the other worm in the opposite direction, hence reducing the speed of that worm wheel. In
this differential, the excessive slip will not occur because of the property of worm and worm
wheel. The worm wheel can never rotate the worm. So one wheel cannot stay idle when the
other rotates. Hence this will work as a limited slip differential.
[7] Glenn S Spencer has conducted investigation on electromagnetic clutch .The

electromagnetic clutch having a stationary electromagnetic coil and magnet body. The slid
able armature which is spring-biased away from the coil and magnet body is the coupling
member between co axial Torque transmitting members. One member rotates and is
connected to shaft and other member may rotate free. The electromagnetically disengaged
clutch in which there is no connection between driving and driven member after clutch
disengagement and having a coupling member interconnecting the driving and driven
member .It is compact, lightweight, reliable spring engaged magnetically disengaged
electromagnetic clutch which is low in cost and high performance and reliability.

[8] Gregory T Dewald has conducted investigation on limited slip differential .This consist
of a preloaded limited slip differential with a hydraulic mechanism. The hydraulic pump is
rotated by the differential case. As the speed of case increases it forces the fluid to pass
through the clutch and by gradually releasing the clutch. The clutch will engage at low speed
.It is designed to gradually reduce the torque bias as the speed of ring gear increases and this
is accomplished by the hydraulic circuit and component of the invention. Hydraulic fluid is
supplied to the clutches and is sufficient quantity and pressure to reduce the frictional forces
between the sets of clutch plates at high speeds.
[9] Prakash Kumar Sen did a study on classification of differential system in automobile.
When one wheel does not have any traction as when it is in snow or mud, the wheel without
traction will spin without providing traction and the opposite wheel which has traction will
stay still so that the car does not move. In such condition a device known as a limited slip
differential or traction control is used. In open differential system the planetary gear set
mechanism which allows same torque between the drive axles while letting the wheels to
move at different speed. When the vehicles encounters a turn the gear set inside open
differential allows the wheels to rotate at different speed. In case of locking differential the
speed difference of wheel is limited by clutch mechanism by some sort of electronic circuit.
If the difference between speeds is beyond the specified limit, then the signal will be
generated by the electronic circuit. Electronic traction control is designed for low traction
situation and not for other long duration.
[10] E Vincent Schrand has conducted investigations on Limited slip differential with
integrated solenoid valve and plenum. His investigations are done on the controlling of a
limited slip differential through the use of a solenoid operated valve and an actuating coil.
Solenoid operated valve will have an armature attached to a differential case. And the
actuating coil is mounted to the non-rotating differential housing or the non-rotating plenum.
The differential case includes an outlet passage for the hydraulically actuated limited slip
differential and the solenoid operated valve includes valve components for the selectively
modulating fluid flow through the outlet passage as a function of desired current passed
through the actuating coil.
[11] Martin G Blessing has conducted investigations on locking differential with

electromagnetically actuated clutch. This invention includes limited slip differential
mechanism which includes an externally controllable electromagnetically operated clutch
mechanism. The differential gear assembly disclosed here is comprised of a gear driven
differential case. An electromagnetically operated clutch capable of being controlled from an
external location is provided to limit relative motion between the two axles. After
electromagnet has been activated a cam operated supplemental clutch mechanism is
incorporated in the clutch system to automatically apply additional side pressure against some
of the clutch disks. This will engage the differential in locked condition.

2.2 LIETRATURE GAP

The above literature survey of each journal specified the usage and construction of different
limited slip differentials. From our project this journals doesn’t have mentions of using DC
motor as sensing and controlling unit. Many journals mentioned about using electromagnetic
clutch as actuation mechanism. But they were all locking differentials. A limited slip
differential with electromagnetic clutch as in the journals consisted of an electronic
controller. For our project we avoided an electronic controller to decrease the complications.
The mechanical system or hydraulic system in the journal made way for more weight and
maintenance. The different types of differentials in existence are locking differentials,
electronic controlled differential, limited slip differential and open differential. As we already
mentioned, open differential helps in different speed at turns. But it also restricts the ability of
vehicle to move when one wheel loses traction. In such case, the limited slip differentials are
used. The limited slip differential uses a mechanical or sometimes a hydraulic mechanism to
detect and engage while one wheel slips excessively. But as it is mechanical engagement, it
may not be as responsive to the obstacle. Also some of them will get failure in time. The
maintenance of such differentials is also high.
Another widely used differential is locking differential. This type of differential uses
electromechanical, hydraulic or mechanical locking system. This system keeps the both
wheels locked at same speed. This is governed by drivers input. This is suitable for off road
vehicles. But keeping it locked all time will increase wear and tear of wheels. Also this is not
an automatic process. The most modern development in this field is electronically controlled
differential. Sometimes this can also be called electronic traction control. This system works
exactly as the limited slip differential. But the speed difference is sensed using sensors. This
signal is processed in electronic control unit and signal from the control unit either locks the
differential or stops the wheel which loses traction. From all the differential systems an
electronic assisted differential is most suitable with fewer disadvantages. The circuits and
sensors can be a complication. The maintenance of this system requires professionals. The
use of electromagnetic clutch provides faster response. In the above mentioned journals it
deals with different types of differential and electromagnetic clutch. The major one which is
almost similar to the project we proposed is locking differential by Carl R. Binkley. But what
make it different from our project is that the use of electromagnetic clutch. The use of
electromagnetic clutch is the response time and effectiveness it offers compared to any other
device.

CHAPTER 3
3.1 OBJECTIVE OF THE PROJECT
The main objective of the project is to fabricate a limited slip differential. Fabrication
includes mechanical work, rectifier circuit making and connection of clutch to the motor.
Also by using electromagnetic clutch we can achieve faster response in speed limiting. The
actuation of clutch is due to the electromagnetic force. This electromagnetic force is from an
electric source. Due to this it will be faster than mechanical and hydraulic actuations.
In condition of less traction this project aims to decrease the slippage of wheels. This is by
locking the clutch whenever two wheels exceeds speed limit between them. Also we would
like to reduce actuation time which will deliver thorough response. Also it will be able reduce
overall cost of differential manufacture due to the use of fewer components. The
electromagnetic differential is the only costly component in this project. Also avoiding
electronics and complex mechanical devices, this would achieve easy maintenance.
Anyone with proper knowledge can easily repair this avoiding difficulty in repair. This will
also be able to achieve less weight due to less mechanism than normal limited slip
differential. Due to more mechanical parts most of the limited slip differential has heavy
weight which will in fact contribute to the overall weight of the automotive. Because of the
electrical method of activation, this will have comparatively less weight.
The benefit of this project would be that it can be used in off-road vehicles due to its active
traction barrier properties. It could be used in soft road vehicles as a replacement for traction
control. It could also be used in light vehicles.
The disadvantage of this type of differential would be that this differential may not be
applicable to high torque vehicles. It would be very difficult to find an engine that generates a
voltage at a given speed, which can cause an increase in the speed of the differential engine
damage.

CHAPTER 4
4.1 METHODOLOGY
Collection of data
present technology
Problem definition
Working principle
Components & Their

Specifications
Design of differential
and the gear
3D modelling and
drafting
Cost estimation
Fabrication
Inspection &
validation
Result And
Comparison
Figure 4.1 methodology

4.2 PRESENT TECHNOLOGY

The present technology comes with a traction control system which is common now a
day. It works based on a control unit programmed to control throttle and braking to achieve
less slippage of wheels in an automotive. Due to the use of electronics it is faster than every
other approach present. But it can only be maintained by professionals. In rural areas this
might affect the mobility of automotive.
Another technology is Torsen differential which is a registered trademark of JTEKT Torsen
North America Inc. figure 4.2 shows an image of torsen differential. It uses a simple
mechanism of worm and worm wheel as planetary gears and side gears respectively in
carrier. The working principle is that the worm wheel can never rotate worm. This will make
sure that the one wheel cannot be idle while the other rotates. This differential is only used in
high end automotive due to its cost.
Another technology is the use of electromagnetic clutch to lock differential by using
programmed control unit. This unit will recognise slip condition by using sensors fitted at
wheel. This is also a common approach but more tend to move to traction control which can
be accommodated using the normal brake itself rather than a separate clutch in differential.
Eaton Corporation is present with new technology of locking differential with mechanical
clutch actuated by a mechanism that works due to centrifugal action. This action is triggered
at the event of slip. The main disadvantages of this differential are jerking actuation and it
works only at low speeds.
Figure 4.2 Torsen differential

4.3 PROBLEM DEFINITION

For the present technology it is certain that it comes with a lot of demerits. The most common
demerit being electronic complexity in case of traction control can only be avoided by
increasing the ability to be maintained easily. Another problem comes across the easy
malfunctioning which can be avoided by improving quality of the device. The quality and
maintenance depends upon each manufacturer hence their improvement results in betterment
of the technology.
For the Torsen differential, it has to be made available for every manufacturer with an
affordable cost. It will definitely improve traction in wide range of automotive. For
differential with electromagnetic clutch, the damage in sensors and processing unit can be a
disadvantage. Also the maintenance becomes hard due to the complexity of electronics.
The main disadvantage with Eaton mechanical locking differential is that it will not work at
high speeds. Also it produces sudden jerk which reduces comfort while locking process.
Other technologies like mechanical limited slip differential have disadvantages of slow
working and need for maintenance. Figure 4.3 shows an Eaton mechanical locking
differential.
Figure 4.3 Eaton locking differential

4.4 WORKING PRINCIPLE

Electromagnetic Clutch based limited-slip differential contains a few basic elements. At first
it contains a gear train as same as an open differential, which allows the output shaft to spin
at different speed by keeping the sum of their speeds proportional to that of input shaft.
Second, it has a clutch mechanism that applies a torque that resists the relative motion of the
output shafts. In simple terms, this means the electromagnetic clutch mechanism which
resists a speed difference between the outputs, by creating a resisting torque between either
the two outputs, or the outputs and the differential housing.
When excessive slip takes place in any wheel, one wheel gets stuck and other wheel makes
complete engine speed. The casing which has ring gear will have half the speed of free wheel.
The speed difference of the casing and idle axle is utilised by the motor to generate electric
charge which actuates the clutch packs and locks the differential.
While actuating the clutch, current which flows through the electromagnet produce a
magnetic field. At that time The rotor portion of the clutch becomes magnetized and sets up a
magnetic loop that attracts the armature. The armature is pulled against the rotor and a
frictional force is generated at the contact.
Within a relatively short time, the idle axle is accelerated to match the speed of the planetary
casing, thereby engaging the armature and the output hub of the clutch. In most instances, the
planetary casing is constantly rotating with the axle all the time. The locked differential
moves as a single unit until the relative speed is decreased.
The motor will produce enough voltage for the clutch at certain rpm. There we should use a
reduction gear meshing axle to the motors rotor. This will increase the speed at the motor
generating enough source for electromagnetic clutch.
The use of a locking differential with an electromagnetic clutch has the following advantages:
the mechanical force is not required for the operation. With fewer mechanical parts, the
overall weight would decrease as less complex parts are required.

4.5 COMPONENTS AND DESCRIPTION
4.5.1 OPEN DIFFERENTIAL

An open differential is also known as unlocked differential. It is used in the vehicles to avoid
tire scuffing. The open differential is one which allows different wheel speeds when vehicle
encounters a turn. The speed difference is achieved by the force applied on the wheel by road
surface. The force at inner wheel is higher and at the outer is lower. By this the inner wheel
will rotate less than that of outer wheel. In other words the outer wheel travels more than the
inner wheel. But when one wheel is in slippery surface the other wheel in traction, the wheel
in slippery surface will rotate in excessive speed. The other wheel in traction will not be
rotating. The speed limiting is vital in this case in order to rotate the wheel in traction and to
overcome the obstacle. Most of the time differential is occupied with a clutch which locks all
the time or which limits the speed when speed difference is sensed. Such differentials are
called locking differential and limited slip differential respectively. The catia model of the
differential is shown in figure 4.4.1. The differential performs mainly three jobs. It transfer
power from the engine to the wheels, it varies the power so that the wheel could rotate
independently and it act as a final gear reduction drive system for the gear train. This setup
works greatly for majority of the passenger vehicles on the road today.
Figure 4.4.1 differential

4.5.2 ELECTROMAGNETIC CLUTCH

Electromagnetic clutch operates electrically but transmit torque mechanically .So they are
also referred as electromechanical clutches. It does the exact function of normal mechanical
clutch. When the supply is given at input connection the coil gets magnetized pulling the
armature towards it. This creates a frictional force in between which engage the clutch. The
catia model of electromagnetic clutch is shown in figure 4.4.2.
Figure 4.4.2 electromagnetic clutch
4.5.3 DC MOTOR
The DC motor is a rotary electrical machine which convert electrical energy to mechanical
energy. In our project it acts as a power source. The dc motor which we are using, is used to
provide power of 24 v at 400 rpm for the clutch input. The required rpm of 400 is obtained by
mounting the motor on the planetary casing and meshing the rotor to a reduction gear
arrangement on the axle. By doing this the speed difference can be obtained between the
planetary casing and axle, thus speed difference can be found out. As the speed difference
will be very less at the limiting condition of the differential, so the reduction gear
arrangement is used. The number of D.C motors are increased in case of more power
requirement. Figure 4.4.3 shows a DC motor.
Figure 4.4.3 dc motor

4.5.5 ENGINE SPECIFICATIONS
Engine Type Motorcycle
Engine Displacement 143.91 cc
Engine details 4-Stroke, Single Cylinder,
2 Valves Per Cylinder, SOHC

(single over head cylinder)
Engine Starting Kick Start
Maximum Power 11.8bhp @ 8500 Rpm
Maximum Torque 10.8nm @ 7000 Rpm
Transmission 5 Speed Manual Transmission
Table 4.5.5 Engine speciation’s
4.5.6 VEHICLE LAYOUT

The layout of the vehicle which we have used in our project is given below in figure 4.5.6
Figure 4.5.6 layout

4.6 DESIGN OF DIFFERENTIAL AND GEAR

4.6.1 DESIGN OF THE DIFFERENTIAL
The speed of the gears in open differential is used to find the speed difference of planetary
casing and any side gears, then to determine the gear ratio of reduction gear to be used for
motor to produce 24v at 100rpm.
Using tabular analysis,
Let NC=Speed of planetary casing
Let NP=Speed of planet gear
Let NS1 and NS2=Speed of side gears 1 and 2 respectively
The table 3.1 shows the conditions for analysis of speed of gears,
CONDITIONS NC NP NS1 NS2
When all system +y 0 +y +y

is locked “+y”
revolution to
casing (C)
When casing c 0 +x -x (zP/ zS1) + x ( zP/z S2)

is locked and
“+x” revolution
to planet gear
(P)
Sum of all +y +x y-x(zP/ zS1) y + x (zP/ zS2)

conditions
Table 3.1 conditions table
Number of teeth in side gear 1 ,ZS1 = 16
Number of teeth in side gear 2 ,ZS2=16
Number of teeth in planet gear ,ZP=10
Assume vehicle at 5km /hr
Assume wheel diameter=300mm
Perimeter of wheel = π d
=300×π

=942mm
To covert from km/hr to mm/min
Mm/min =(km/hr×1000×1000)/60
=(5×1000×1000)/60
=83333.33mm/min
So we get, the speed of casing,
NC= 83333.33/942
=88.46rpm
i.e., y=88.46rpm
When S1 is fixed,
NS1=y-x(ZP/ZS1)=0
88.46-x(10/16)=0
-x(10/16)=-88.46
x=141.536rpm
Then speed of S2,
NS2=y + x (ZP/ZS2)
=88.46+141.536×(10/16)
=88.46+88.46
=176.92rpm
Similarly when NS2=0 rpm
NS1=176.92rpm
When a vehicle turns at minimum turning radius,
Let vehicle track be 1.4m.
Let vehicle minimum turning radius be 4.1m.
Then,
The perimeter of inner circle formed,
P1=2×4.1×π

=25.74m
The perimeter of central circle formed,
P2=2×(4.1+0.7)×π
=30.14m
The perimeter of outer circle formed,
P3=2×(4.1+1.4)×π
=34.54m
Rpm at minimum turning radius and 5km /hr
Assume minimum turning radius
The ratio of perimeter of P2 to P1 =0.854
The ratio of perimeter of P2 to P3 =1.1459
The speed of side gear 1 at minimum turning radius,
NS1=0.854×88.46
=75.54rpm
But we also know that,
NS1=88.46-x(10/16)=75.54
x=20.672rpm
Then speed of side gear 2 should be
NS2=88.46+20.672×(10/ 16)
=101.38rpm
But using the perimeter ratio,
NS2=1.1459×88.46
=101.36rpm
We can see that the calculation is correct either way.
Similarly when NS2=75.54rpm
NS1=101.38rpm
At 5km/hr

Assume 88.46rpm=100%
And 176.92rpm=200%
During minimum turning radius
75.54rpm=85.39%
And,
101.38rpm=114.6%
That is if speed of planetary casing is 100% then speed at the inner wheel is 100-x % and
outer wheel is 100+x %
For a maximum turn, i.e., at minimum turning radius the value of x=14.6%
We can take a limit of ±20%
Reaching out of this limit is known as excessive slip.
At excessive slip in 5km/hr
NS1=88.46×1.2
=106.152 rpm
NS2=88.46×0.8
=70.768rpm
The difference of rpm from planetary case C to any side gear S1 or S2
ND=±17.692rpm
To get 200rpm at motor from 17.692 rpm at axle we need to use reduction drive of reduction
ratio i =N1/N2
N1= 100rpm
N2= ND = 20rpm
Reduction ratio, i =5

4.6.2 DESIGN OF THE GEARS
The number of gears, N=16
Module, m = 5
Pitch circle radius, Rp= m *N/2 = 5*16/2 = 40mm
Clearance circle radius, Rp = 0.94 * Rp = 0.94*40 = 37.6mm
Radius of addendum circle, Ra = RP + m = 37.6+5 = 45mm
Radius of dedendum circle, Rd = Rp-1.25m = 37.6-(1.25*5) = 33.75mm
Fillet radius = 0.39*m = 0.39*5 = 1.95mm
The figure 4.6.2 shows the catia model of the gear & Figure 4.6.2.1 shows the calculations
undertaken for the design of the gear.
Figure 4.6.2 gear model
Figure 4.6.2.1 gear calculations

4.6.3 DESIGN OF THE WHEEL DISK

Outer Diameter = 130mm
Inner diameter = 30mm
Width = 5mm
The figure 4.6.3 shows the design done in catia software.
Figure 4.6.3 wheel disk design

4.7 3D-MODELLING AND DRAFTING
4.7.1 CAD/CAE
Computer- aided design or CAD has a very broad meaning and can be defined as the use of
computers in creating , modifying, analyzing and optimizing a design. CAE (computer aided
engineering) refers to computer in the technical analysis, such as load, heat transfer, flow
analysis. CAD/ CAE creates a quality formula concept for the final product. Instead of
establishing quality control during final test, it is useful to develop a process that maintains
quality throughout the product lifecycle. CAD/CAE can be used to make prototypes, the use
of a prototype model helps to predict the performance and other characteristics. CAD/ CAE is
used in many industries such as automobile, manufacturing, aerospace, foundry, mold,
plastics etc. CAD/ CAE is subdivided into low, medium, and high end systems. The low end
systems are systems that only perform 2D modelling and have limited 3D modelling
capabilities.
Low-end systems are systems that only perform 2D modelling and have limited 3D
modelling capabilities. According to Static, 70% to 80% of designers still use 2D CAD
applications. This can be mainly due to the high costs of high-end systems and lack of
expertise. Mid-range systems are actually similar to high-end systems with all their design
capabilities, except that they are offered at much lower prices. The 3D modelling on the PC is
booming for many reasons, such as: For example, affordable and powerful hardware,
powerful sound software that allows Windows to use shortened design and production cycles
and smooth integration with the downstream application. More and more designers and
engineers rely on the midrange system. High-end CAD / CAE software is designed for
complete product modelling, analysis and manufacturing. High-end systems can be visualized
as the brain of competing engineering. Product design and development, which took years to
complete, is completed in a few days with high-end CAD / CAE systems and concurrent
engineering.
4.7.2 MODELING
The model is a representation of an object, system, or idea in a different form than the entity
itself. A model is a representation of the construction and operation of a system of interest. A
model is similar but simpler than the system it represents. One of the goals of a model is to
allow the analyst to predict the impact of changes to the system. On the one hand, a model
should be an approximation to the real system and contain most of its essential features. On
the other hand, it should not be so complex that it is impossible to understand and experience.
A good model is a meaningful compromise between realism and simplicity. An important
modelling problem is the validity of the model. Model validation techniques include
simulating the model under known input conditions and comparing the model results with
those of the system. Typically, a model for a simulation study is a mathematical model
developed with simulation software. Modelling Software are such as solid Works, solid edge,
Creo, CATIA, NX CAD etc.

4.7.3 CATIA
CATIA is a computer-aided design (CAD) tool developed in France. It is a three-dimensional
modelling tool. This tool is used for designing various objects such as vehicles, buildings,
components, etc. It is similar to AutoCAD, NX (formerly UG), Pro-E (Wildfire) and many
others. It essentially replaced the concept of engineers / illustrators who drew as they leaned
on a drawing board on their respective drawings.
This tool was called "buttocks and buttocks" because only the back and elbows were visible
from the back of the room. From many other CAD systems, this tool performs many
functions, e.g. volume / shape / matrix and their adaptation. Within the set, it can also
perform a mesh analysis according to the loads. It can perform a quick visualization, a user
interface analysis. CATIA can also be used for CNC programming of a milling machine. In
addition to the design of the machine, it can also be designed for sheet metal, composites,
sintered laser systems (SLS), essentially for any material or manufacturing process. It is also
an excellent surface tool. Surface treatment is the art of developing the shape of an object
such as an airplane, a car, a motorcycle, and so on. For an aircraft, this is referred to as OML
(Outer Mold Line). At one time, these forms were developed by hand and were really just
lines, since everything had to be done in two dimensions. However, with the development of
CAD systems, these lines have become surfaces, which is much easier to design.
Among other design softwares, CATIA is a very powerful tool, but also very expensive. It
was common for companies to develop these CAD systems with the advent of computers.
The reason is to improve the design process and reduce costs. In this case, Dassault is the
company that founded CATIA. Other companies have also developed their own tools. For
example, United Computing Inc. purchased ADAM (Automated Drafting and Machining)
and developed the foundation of what became known as Unigraphics (UG)

4.8ASSEMBLY SKETCH
4.8.1 2D SKETCH OF THE ASSEMBLY
Figure 4.6 2D sketch of the assembly

4.8.2 2D SKETCH OF THE ELECTROMAGNETIC CLUTCH
Figure 4.7 electromagnetic clutch
4.8.3 2 D & 3D SKETCH OF THE ASSEMBLY
Figure 4.8 2D assembly
Figure 4.9 3D assembly

4.9 COST ESTIMATION

4.9.1 MATERIAL COST
SERIAL COMPONENTS QUANTITY COST
NO.
1 Open differential 1 1000
2 Electromagnetic clutch 1 6785
3 PMDC motor 2 500
4 Chassis and wheels 1 2000
5 Engine 1 4000
6 Rectifier 1 500
7 Bearings 4 200
8 Gear 1 500
9 Rear axle 2 1200
Total Rs. 17785
Table 4.9.1 material cost
4.9.2 EQUIPMENT AND LABOUR COST

Equipment Cost = Rs. 3000
Labour Cost = Rs.2000
Manufacturing Cost = Equipment Cost + Labour Cost + Material Cost
Manufacturing Cost = Rs. 22,785
Overhead Charges = 20% Of Manufacturing Cost
Overhead Charges = Rs. 4557
4.9.3 TOTAL COST

Total Cost = Material Cost + Equipment Cost + Labour Cost + Overhead Charges
Total Cost = Rs. 27,342

4.10 FABRICATION PROCESS

Fabrication is known as the process through which a raw material turns into final product.
This process of fabrication begins with the design of materials and creation of them. The
materials designed are hence subjected to modifications through different steps like
machining to get desired size and strength. As already told, it includes process like
machining, finishing and heat treatments. This process is also followed by quality assurances
and testing. It also consists of pre-process like planning of the fabrication.
4.10.1 METAL CUTTING

Metal cutting is a step in fabrication process to remove unwanted part from metal using
cutting machines in the form of chips. This process works by causing the fracture of a metal
from the base metal. The fractured metal is usually small size and is called chips. Common
cutting processes include shaping, milling, sawing, broaching, grinding, drilling and turning.
The actual cutting is different from each other even though the process of removal of metal is
similar. The main aim of cutting is to remove parts of metal to obtain final part.
In this project we have used a portable cutting machine. First process is to mount the material
to a firm vise. Then the machine is made ready by mounting disc to it. As the machine turns
on, the disc will rotate. Gently cut using the disc through the desired part. It is essential to
hold the cutting machine tight not allowing it to shake and slip away. Also keep it is
necessary to handle the machined piece carefully due to the heat.
The main fabrication process in this project was metal cutting. During the dismantling of old
differential part in the existing frame, the cutter was used to cut the frame. The unwanted end
of the frame was cut off. Some body panels were also cut off to remove bolts holding the
suspension of the vehicle.
The main part was to remove frame part and the body panel to mount the engine. The most
important aspect was to make space to comfortably operate the engine. Apart from cutting,
the parts which were joined by nut and bolts were removed by using spanner.
Other metal cutting work included the cutting of steel sections to required dimension to make
new frame for mounting differential. The rear frame was prepared by cutting the sections and
joining them by other fabrication processes. At first the rear frame section to accommodate
the pinion gear was cut. Then the axle and differential assembly was mounted to frame made
by cutting more sections.
For mounting the engine a proper stand was required. By taking the dimensions of the stand
to be prepared from the engine, the sections were cut. Some unwanted lever piece was also
cut from the engine using machine cutter. After the mountings more sections were cut to give
more support for engine, differential and pinion.

4.10.2 SAWING
Sawing is also a metal cutting process in which a different tool, a blade is used to cut metal.
Normally sawing is done by machine saw. Saw consist of blade, chain or wire with toothed
edge which are generally hard. It is used to cut wood, metal or sometimes even stone in case
of heavy applications. The cut using saw takes place when the hardened tooth edge moves
forward forcefully and backward less forcefully. Sometimes it moves continuously forward
only. This force can be applied by hand, electric power, pneumatic or hydraulic source.
For this project we used a machine saw which is also known as reciprocating blade saw. A
reciprocating blade saw works using electric source generally. The electric source is used to
rotate a wheel which in turn converts the blade motion into reciprocation. The forward
motion cuts the metal and the backward motion imparts less force.
While mounting the propeller shaft, the length was excess. So we used a machine saw to cut
the propeller shaft at a position. After noting down the necessary dimensions, another piece
was cut off from the propeller shaft. Then the two ends were joined by welding process
4.10.3 WELDING
Welding is another process in fabrication required for joining similar metals. Welding is used
to join metal by fusing or melting. In fusing the filler material is fused between the metals to
be joined. In melting the metals to be joined will melt in between them to provide bond. Most
of the welding is done for ferrous based metal like steel and stainless steel. The strength of
weld joints were same as the base metals. For permanent joints welding is suitable. The most
common welding method used is arc welding.
Arc welding has a very high electric source provided between electrode and the base metal.
Due to the gap between the rod and base metal, an arc is produced. The arc will produce high
temperature sufficient to fuse the welding material between the base metals. It is also
sufficient to melt the metal to produce perfect bond.
Here in our project work, we have used arc welding. We modified the frame suitable for the
assembly of limited slip differential using welding. The axle and the electromagnetic clutch
part were assembled on axle using a key weld to the axle. The axle was also cut during the
fitting of sleeve and key. So that welding was used to joint he axle after that process.
The frame sections were welded to get proper support for the differential. The frame sections
cut were also joined by welding to provide support at pinion. By giving very proper joint the
whole rear frame structure was a proper support. Welding was also done to the engine
mounting frame to reduce the vibrations while running the engine.
After cutting the propeller shaft the both ends were mounted on a vise. On the joining
position, spot welding was done first to make sure of the dimensions. After mounting the
propeller shaft to the engine and the pinion, the propeller shaft was heavily weld.

4.10.4 DRILLNG
Drilling is another process in fabrication work. It is a process of cutting using a drill bit. We
can only cut circular sections or holes using drilling. The drill bit rotates and cuts using its
multipoint cutting edge. The bit is pressed against the metal or material and rotates. This
rotation is generally one to hundred rotations per minute. The hole is cut due to the force
applied by the multipoint edges on the bit. Drilling is used to cut holes in woods, metal and
sometimes stone in heavy applications.
In our project the holes were generally drilled to metal sections to secure it to frame using
nuts and bolts. The rear frame section connecting to the suspension was drilled at the
suspension end to provide hole for bolt. It made possible to easily dismantle the differential
assembly from the frame as it is temporary joint.
For the sleeve, flange and disc, the holes were drilled to have circular cut to fit it through the
differential casing and axle respectively. Multiple holes were drilled at first due to the
availability of small bit. These holes were later machined to get large hole using filing.
Drilling was also done for sections which required bolt securing.
4.10.5 LATHE
Lathe machine is used to perform various operations such as turning, drilling, facing and
tapering by rotating the work piece about an axis with tools applied to the work piece. Lathes
are used for wood, metal and glass working. Lathes are used to work on cylindrical work
pieces. The work piece is held at one end of lathe by chucks. The tool post is used to mount
cutting tool on the side. This tool post is free to slide in vertical and horizontal direction.
After rotation of the work piece, the tool is applied to the surface of work piece. The
operations are carried out by cutting chips out of the metal work piece.
In our project we made two sleeves, one for mounting the electromagnetic clutch part to the
differential casing and other one to mount the other electromagnetic clutch part to the axle.
After marking the dimensions, these pieces were fixed on lathe chucks and rotated to
machine. One flange was also made using lathe for the sleeve on differential casing. This was
to fix the clutch part to the differential using nuts and bolts.
Lathe was also used to turn the disc to the required dimension. The disc is necessary for the
motor to rotate on it. The disc was first drilled at the centre after marking dimensions. Then it
was tightened to a nut and bolt. This was secured to a lathe machine using chucks. On the
lathe machine, the disk was rotated and was cut by the tool to the required dimension. For
finishing the surface of the disk further grinding process was done.

4.10.6 GRINDING
Grinding is an abrasive machining process in which the surface is grinded using grinding
wheel. In this process the part of surface is cut as chips. It is used for metals, woods and
stones. It is generally used to make good surface finish. It also helps to remove metal from
excess surface. The machines used are bench grinders, grinding machines and die grinders.
In this project we used grinding to finish off sharp edges created during the joining of frame
sections. Also the motorcycle output shaft was large to fit for the propeller shaft. So we
grinded off the surface of output shaft to reduce its diameter. It was then successfully able to
fix into the propeller shaft.
After making the disc, its surface was not finished properly. Irregular surface may make the
rotation of the motor on it so hard. Irregular surface also makes vibrations. Grinding also
helped to decrease the diameter to desired dimension.
4.11 INSPECTION& VALIDATION

Inspection and validation are the process in a project to determine any disadvantages and
finding suitable solutions for that. These are done after the whole fabrication work. The main
steps involved in this process are inspection of proper meshing of gears, inspection of speed
differences of wheels, inspection of rotation of PMDC motor, inspection of clutch engage.
The meshing of gears of pinion and crown wheel was inspected. It was found that the
meshing was proper and strong that the pinion gear was able to run the whole differential
with the engine running without any vibrations. There was also no slip between those gears
because of proper meshing. From this we can validate that the joints and bearings are strong
and perfect.
Both the wheels were running with the engine power. One wheel was applied brake slightly
and the speed of the other wheel started to increase. Similarly the other wheel was also
applied brake and figured out that the opposite wheel was spinning at higher speed. From this
we can validate that the open differential is working properly.
After fixing the motor to the planetary carrier assembly, one wheel’s speed was decreased by
braking. It was found that the motor was producing a voltage across its terminal. This was
due to the speed difference between planetary casing and axle. From this we can validate that
there is a speed difference between planetary casing and axle. Also found that the motor
produces certain voltage from the difference.
During the running of engine, one wheel was stopped by braking slowly while the other
wheel began to run faster. During this process the clutch engaged locking the whole
differential. This locking made the whole system to run in same speed. From this it was
validated that the motor produced enough voltage to engage the clutch. Also the clutch can
work in such a torque condition.

CHAPTER 5
5.1 RESULT AND COMPARISION
From the inspection and validation, the results were obtained as the speed difference between
the two rear wheels is limited. But for an open differential there is no speed difference
limitation. So an open differential can attain speed of a wheel ranging from zero to the
maximum.
The speed limit in this limited slip differential is attained by using the electromagnetic clutch.
The electromagnetic clutch engages any one axle with the differential casing. This clutch
facility is not available in open differential. But we can see it in other types of limited slip
differential.
The speed difference is recognised using a PMDC motor. When there is relative speed
difference between the axle and the planetary casing, the motor will generate a voltage
enough for the electromagnetic clutch to engage. This type of speed recognising is simple and
effortless. But no speed recognising is available in an open differential. Also in some limited
slip differential sensors and mechanical methods are used. These methods only engages when
one of the wheel is at zero speed.
We can also get fast response in this limited slip differential. This is because the clutch
engages as soon as the PMDC motor produces enough voltage. For mechanical limited slip
differential, the response is slower due to the mechanical system of actuation. Also in one of
the limited slip differential, the mechanical actuation causes sudden jerk and will not work at
high speed.
The complexity of this limited slip differential is reduced due to the use of simple
mechanisms. But in case of mechanical differentials, the use of mechanism causes
complexity. It is very difficult to understand the working of such mechanisms. Even in
traction control system and electronic limited slip differential, the complexity is more due to
the use of sensors and ECUs. Some of them even causes malfunction and may require
professional labour for maintenance.

CHAPTER 6
CONCLUSION
Our project has a simple approach of fabricating a limited slip differential. By using a
permanent magnet DC motor can produce a source voltage for the electromagnetic clutch.
The motor is fixed such a way that it rotates on the speed difference of differential planetary
casing and one of the axles. When the speed difference reaches 20rpm, the motor will rotate
at 100rpm using a reduction mechanism. The motor will produce 12v enough for the
electromagnetic clutch to work. The electromagnetic clutch will engage locking the
differential planetary casing to the axle. This will force the axles and planetary casing to
rotate together. As the speed difference will be limited, the vehicle will go out of the obstacle.
This system will offer a fast response on necessary conditions due to its simplicity and use of
electromagnetic clutch instead of mechanical clutch. It will also reduce complications
because of no electronic circuits and sensors. A rectifier is also used as to make it work for
both direction of rotation.
This project has a very vast future scope. Enhancing the clutch strength and reducing weight
can make it more useful. It can also be used for high torque vehicles. Mass production of this
project can lead it to be useful for entry level vehicles. It can also replace electronic traction
control and anti-lock braking system with more speed limiting calculations and adding a
programmed board in between. Almost every vehicle can accommodate this due to less cost
and less space required. Using this project off- roading will become easier. Even for non-off-
roading vehicle this will improve traction and will also help in slippery or wet condition.

REFERENCE
Study on Classification of Differential System in Automobile
Prakash Kumar Sen, Shailendra Kumar Bohidar, Lalit Kumar, Bhumesh kumar dewangan,
Chandrakant Singh, International Journal for Research in Applied Science & Engineering
Technology (IJRASET), Volume 2 Issue XI, November 2014
A Study on the Differential Gearing Device with the Faculty of a Limited Slip
Differential
Yong Huh, Hyung-Ick Kim, In-Hwan Shin, Jae-Mean Koo, Chang-Sung Seok
International Journal of Precision Engineering and Manufacturing, July 2009, Volume 10,
Issue 3, pp 91–96
Development of a new limited slip differential

Hideaki Ina, Hisashi Izumi, TadaoItoh, Takehisa Yamada, Fumihiko Matsuura
JSAE Review, Volume 15, Issue 3, July 1994, Pages 209-214
A Study on the New Automatic Limited-Slip Differential

Bijuan Yan, Zigui Li, Zhixia Wang
Volume 7, Issue 3, 2014
Development of Hydraulic Limited Slip Differential System Using a Pressure Generator

J M Koo,C H Choi, YHuh, Chang sung Seok
International Journal of Automotive Technology, Volume 9(3); 2008
[6] Design and Analysis of Automobile Central Differential Having Two Different Side Gear
Amir Khan, Sankalp Verma
IJSRD -International Journal for Scientific Research & Development| Vol. 3, Issue 04, 2015
Design and Experimental Evaluation of Magneto rheologically Automotive Limited

Slip Differential
Mohammed AbdElhafiz, Hassan Metered
American Journal of Mechanical Engineering and Automation, 2018; 5(4)
Optimal control of motorsport differentials

A.J. Tremlett, M. Massaro, D.J. Purdy, E. Velenis, F. Assadian, A.P. Moore
International Journal of Vehicle Mechanics and Mobility
Volume 53, 2015 - Issue 12

APPENDIX-I
BIOGRAPHY
AVINASH.H.S BE, Mtech
Working as assistant professor in the
department of automobile engineering,
srinivas institute of technology.
MR. AMRITHLAL K pursuing BE in

Automobile Engineering at Srinivas Institute
of Technology hailing from Payyannur,
Kannur. Completed schooling from GHSS
Thayaneri and pre-university from GHSS
Kadannappally.
MR. GEORGE M FRANCIS pursuing BE

in Automobile Engineering at Srinivas
Institute of Technology hailing from
Therthally, Kannur. Completed his schooling
from Marygiri High School Therthally and
pre-university from St. Thomas HSS
Thomapuram.
MR. JOMAL JOSE pursuing BE in

Automobile Engineering at Srinivas Institute
of Technology hailing from Cherupuzha,
Kannur. Completed his schooling from St.
Mary’s High School Cherupuzha and pre-
university from GHSS Kozhichal.
MR. GODWIN EMMANUEL

CASTELINO pursuing BE in Automobile
Engineering at Srinivas Institute of
Technology hailing from Kannur, Kerala.
Completed his higher secondary and high
school from St. Michaels Anglo Indian Boys
Higher Secondary School, Kannur.

APPENDIX-II
PUBLICATIONS
The project titled “ limited slip differential with electromagnetic clutch” have been published
to IJRAR publications 2019 March, volume 6, issue 1.


Final Project Report

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LIMITED SLIP DIFFERENTIAL WITH ELECTROMAGNETIC CLUTCH

By the addition of an electromagnetic clutch we can eliminate a number of

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 1

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 2

[7] Glenn S Spencer has conducted investigation on electromagnetic clutch .The

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 3

[11] Martin G Blessing has conducted investigations on locking differential with

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 4

2.2 LIETRATURE GAP

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 5

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 6

Components & Their

Figure 4.1 methodology

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 7

4.2 PRESENT TECHNOLOGY

Figure 4.2 Torsen differential

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 8

4.3 PROBLEM DEFINITION

Figure 4.3 Eaton locking differential

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 9

4.4 WORKING PRINCIPLE

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 10

4.5 COMPONENTS AND DESCRIPTION

4.5.1 OPEN DIFFERENTIAL

Figure 4.4.1 differential

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 11

4.5.2 ELECTROMAGNETIC CLUTCH

Figure 4.4.2 electromagnetic clutch

Figure 4.4.3 dc motor

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 12

4.5.5 ENGINE SPECIFICATIONS

Engine Type Motorcycle

Engine Displacement 143.91 cc

Engine details 4-Stroke, Single Cylinder,

2 Valves Per Cylinder, SOHC

Engine Starting Kick Start

Maximum Power 11.8bhp @ 8500 Rpm

Maximum Torque 10.8nm @ 7000 Rpm

Transmission 5 Speed Manual Transmission

Table 4.5.5 Engine speciation’s

4.5.6 VEHICLE LAYOUT

Figure 4.5.6 layout

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 13

4.6 DESIGN OF DIFFERENTIAL AND GEAR

Using tabular analysis,

Let NC=Speed of planetary casing

Let NP=Speed of planet gear

Let NS1 and NS2=Speed of side gears 1 and 2 respectively

CONDITIONS NC NP NS1 NS2

When all system +y 0 +y +y

When casing c 0 +x -x (zP/ zS1) + x ( zP/z S2)

Sum of all +y +x y-x(zP/ zS1) y + x (zP/ zS2)

Table 3.1 conditions table

Number of teeth in side gear 1 ,ZS1 = 16

Number of teeth in side gear 2 ,ZS2=16

Number of teeth in planet gear ,ZP=10

Assume vehicle at 5km /hr

Assume wheel diameter=300mm

DEPARTMENT OF AUTOMOBILE ENGINEERING, SIT, MANGALURU Page 14

To covert from km/hr to mm/min

So we get, the speed of casing,

Then speed of S2,

Similarly when NS2=0 rpm

Pitch circle radius, Rp= m N/2 = 516/2 = 40mm

Fillet radius = 0.39m = 0.395 = 1.95mm