PROJECT REPORT ON DIFFERENTIAL LOCK

DIFFERENTIAL
Introduction What is a Differential? Before we know about what is locking rear differential, let s briefly explain what is a differential and what role does it play in the working of cars. The differential is a mechanism that transmits torque generated in the engine to the wheels, via the drive shaft. It controls the speed of wheel rotation through a gear mechanism. While turning, both wheels rotate at different speeds and this differential speed distribution is made possible by the rear differential mechanism. Most automobiles are rear drive type and the differential is placed at the rear in connection with the drive shaft. The differential can allow for equal and different rotation speeds. Normally the housing of the rear differential is known as 'pumpkin' due to its shape. There are three main types of differentials; which are open differential, limited slip differential and locking differential. Each of the differential types has different wheel spin control mechanisms. How much of torque will be needed by a wheel depends on the traction or friction experienced by a wheel. One problem with conventional open rear differential becomes apparent when one of the wheels slips and the entire power is transferred to it, leaving the other grounded wheel with unequal power and consequently no forward car motion. The locking rear differential was invented to take care of this problem. Of the many car parts that work in unison to make its working possible, one of the most important one is the rear differential. Most people stay unaware of what exactly is the function of the rear differential and what role does it play in an automobile's functioning. This article is intended to be an eye opener on the functioning of the rear differential and the symptoms of rear differential problems. Keep reading ahead to know all about rear differential function and related car problems. To actually understand, how does a car work, one needs to know the working of many car parts. One of the prime ones is the rear differential, as it makes the car motion possible. Let us first look at the function of the rear differential, followed by a brief overview of bad rear differential symptoms. What is a Rear Differential? The entire motive force of a car, which makes its forward motion possible, is created by the engine. Through the explosive force generated by combustion of gasoline, the car engine's pistons are driven into oscillatory motion. However, for car motion to be made possible, what you need it linear motion of the wheels. This transformation of oscillatory motion into torque, is mediated by a chain of car parts, that work in unison to ultimately deliver it to the car wheels. Firstly, the oscillatory motion of the pistons, drives the camshaft. Subsequently, the camshaft transfers torque to the car transmission. From there the torque is further transferred to the drive shaft. The drive shaft ultimately delivers it to the rear differential, which distributes the torque to the wheels directly. Speed control of wheels is a function of the rear differential. It is a mechanism made up of several gears. It can be easily located due to the pumpkin shape of its assembly, at the car's rear end. There are several types of rear differentials, including locking rear differential, limited slip differential and automatic torque biasing differentials. Since rear differential affects the wheel rotation speeds, it affects the amount of traction that car wheels possess over a surface. As you can see, the rear differential is the final connecting link between the engine camshaft to the wheels. That's why, it is important that it is maintained in full working condition. Let us see what are the common rear differential problems and how could they be prevented. 1

PROJECT REPORT ON DIFFERENTIAL LOCK

Necessity of differential If the car travels in a straight line, the two rear wheels turn on the road exactly at the same speed. There is no relative movement between the two rear wheels. The propeller shaft may be geared rigidly in his case with the rear axle to rotate the rear wheels to gather. But when car takes the turn, the outer wheels travel on longer radius than inner wheels. The outer wheels travel faster than the inner wheels, that is, there is relative movement between the two rear wheels. If the two rear wheels are rigidly fixed to rear axle the inner wheel will slip which will cause rapid tyre wear, steering difficulties and poor road holding. Therefore some device to provide relative movement to the rear wheels when the car is taking turn. The differential serves this purpose.

Differential is the Part of inner axle housing assembly, which includes The Differential, Rear Axles, Wheels And Bearing.

The differential consist of system of gears arranged in such a way that connects the propeller shaft with the rear axles. The purpose of the differential is to provide the relative movement to the two rear wheels when the car is taking turn. The torque transmitted to each wheel is however equal. The sun gears are mounted on the inner end of each rear axle. A differential cage is assembled on the left axle. A ring gear is attached to the case, so that cage rotates with the crown gear. The crown gear is driven by the bevel pinion. Both the crown wheel and the cage are free on the left rear axle. The cage supports two planet pinions on shaft which meshes with the two sun gears. Thus when the differential cage is rotated, both the sun gears rotate and thus both the wheel turn which attached to the outer wheels. Now let suppose that the inner wheel is held stationary. Then when the differential cage is rotated as they run around on the stationary axle sun gear. Thus when one rear wheels turn more rapidly than the other, while the car is taking turn, the planet gear spin on its shaft transmitting more rotary motion to one rear wheel than two the outer.When the both wheels turn the same speed then the planet pinion does not rotate on shaft. Thus, when the car is running in the straight line, the crown wheel, differential cage, planet pinions and sun gears all turns as one unit. But when the car takes 2

PROJECT REPORT ON DIFFERENTIAL LOCK

the turn, the planet pinion rotate on their shaft to permit the outer rear wheels two turn more rapidly than the inner wheels. Locking differential: In case of bevel pinion differential it was seen that if one wheel is fixed, the drive will be transmitted entirely to other wheel. This is also happen when one wheel is jacked up or where one rear wheel break acts before the other. Moreover, there is another disadvantage In case of bevel pinion differential due to loss of traction caused by the wheel offering less resistance and turning faster. Half shaft The half shaft is generally fitted at differential end. The wheels are driven by half shaft at the rear end. Front wheel drive eliminates the long drive shaft needed in rear wheel drive vehicles. Power flows from the differential section of the transaxle through half shaft to the wheels.Half shaft may be either solid or tubular, and equal or unequal in length. What is a rear differential? What are the symptoms of rear differential problems? Locking Rear Differential If you are curious about what is locking rear differential, Read and know of this recent innovation in rear differential mechanism of modern cars. One of the less understood parts of a car is the rear differential mechanism. It is a geared contraption that makes wheel motions possible through differential transmission of engine torque. In this REPORT, we talk about locking rear differential that is a special type of a rear differential mechanism.

Here is how the inside of a differential looks like

Symptoms of Rear Differential Problems let us have a look at the symptoms of rear differential problems, which must be watched out for. If you can identify them in the early stages, you can prevent an expensive car repair job. Here are some of the prime symptoms of a bad rear differential. Rear Differential Fluid Leak One of the prominent signs of problems with this car part is a rear differential leak. A leak of the lubricating fluid, if ignored, will lead to increased friction among its moving parts. That's why, fluid 3

PROJECT REPORT ON DIFFERENTIAL LOCK

leak from a rear differential needs to be taken seriously. You must replace the rear differential fluid as soon as possible, to prevent any internal damage, due to friction. Rear Differential Noise If the rear differential fluid leaks are ignored, an advance state of disrepair will cause substantial noise. The gears will cause rear differential noise through friction, as the lubrication fluid level drops considerably. What is Locking Rear Differential? In layman's terms it is a device that locks the two independent rotating sideshafts of your vehicle's rear axle into a solid steel bar, allowing both rear wheels to turn at the same revolutions, for equal traction on each wheel. The driver can decide for himself when to engage or disengage the diff lock, but some of the older models feature a partial locking devise incorporated in the rear axle, called a limited slip diff, which automatically sends a portion of the torque to the wheel thats not spinning. It will take you some time to get used to the vehicle's steering action when the diff lock is engaged, as it tends to understeer somewhat thus trying to move in a straight line rather than following the direction youre trying to steer it in. The biggest secret of driving any off-road vehicle is in the grip of the wheels. Deflating the tyres improves traction in off-road conditions. You only need to deflate a 4x2s rear wheels, as opposed to all four on a 4x4.It is not easy to recommend tyre pressures for every occasion, as not all tyres perform the same at the same pressure. Therefor you will have to experiment to find the best pressure for your type of tyre. But as guideline - in sand the minimum pressure is 0,8 bar. On shale you need at least 1,8 bar to protect your tyres from the needle-sharp rock ledges that can damage the sidewalls, while you can go down to 1.2 bar on sandstone terrain. Extra weight above the rear axle will also improve grip. It not only prevent excessive wheel spin, but will also improve vehicle stability while driving off-road. We use sandbags, which are usually filled at the route we are doing. By deflating your 4x2's tyres and adding extra weight on the back you will minimise spinning of the wheels and your vehicle will be able to climb most of the hills a 4x4 can manage. As a 4x2 does not have a low-range gearbox, you dont have the same amount of engine breaking and cannot go down declines as steep a 4x4 can. The problem is that the front wheels will lock if the brakes are applied on too steep a decline, sending the vehicle into a skid. If things get tough going down, use the handbrake and apply less pressure to the brake pedal. However, rather play it safe and stay away from routes with steep downhills. Trying to see whats going on in the road a few meters ahead while concentrating on driving at the same time take some practice. So you have to decide what to do at an obstacle before you get there. Two wheel drive vehicles do not perform too well in sand or mud. Rather avoid soft sand and deep mud and use the vehicle for exploring the back roads of the countryside .. limited slip differential (LSD) is a type of differential gear arrangement that allows for some difference in angular velocity of the output shafts, but imposes a mechanical bound on the disparity. 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. 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 more demanding use, such as 4

PROJECT REPORT ON DIFFERENTIAL LOCK

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. To take care of unequal torque power distribution, the selectable (manual) and automatic locking rear differentials were developed. The wheels of a car fitted with a locking differential will have the same rotational speed as they are interlinked or locked in relative motion to each other. Regardless of the traction (friction) experienced by a wheel, the rotational speed is maintained and to be the same for both. Locking rear differential offers better traction for wheels compared to the open one. It is more advantageous to have a locking differential when both wheels experience different amounts of traction.

A locking differential, diff-lock 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. A locking differential is designed to overcome the chief limitation of a standard open differential by essentially "locking" both wheels on an axle together as if on a common shaft. This forces both wheels to turn in unison, regardless of the traction (or lack thereof) available to either wheel individually. When the differential is unlocked (open differential), it allows each wheel to rotate at different speeds (such as when negotiating a turn), thus avoiding tire scuffing. An open (or unlocked) differential always provides the same torque (rotational force) to each of the two wheels, on that axle. So although the wheels can rotate at different speeds, they apply the same rotational force, even if one is entirely stationary, and the other spinning. (Equal torque, unequal rotational speed). By contrast, a locked differential forces both left and right wheels on the same axle to rotate at the same speed under nearly all circumstances, without regard to tractional differences seen at either wheel. Therefore, each wheel can apply as much rotational force as the traction under it will allow, and the torques on each side-shaft will be unequal. (Unequal torque, equal rotational speeds). Exceptions apply to automatic lockers, discussed below. A locked differential can provide a significant traction advantage over an open differential, but only when the traction under each wheel differs significantly. All the above comments apply to central differentials as well as to those in each axle: full-time fourwheel-drive vehicles have three differentials, one in each axle, and a central one between the front and rear axles.

PROJECT REPORT ON DIFFERENTIAL LOCK

Types of Locking Rear Differential Mechanisms The locking rear differential technology comes in two main types: Selectable (manual) & Automatic.

Let us have a look at how do these two rear differential mechanisms function. Automatic Locking Rear Differential An automatic locking differential locks and unlocks wheels entirely on its own without any driver mediation. The locking differential mechanism is unlocked while turning or cornering, as it requires different rotational speeds. The advantage of this mechanism is that one doesn't need to stop in order to unlock the differential. One problem that has been noticed is that tire wear can increase in a car with locked rear differential. Drivers take time to get used to a locked differential, and tend to under steer while cornering. Selectable Locking Rear Differential Another option is to have a selectable locking rear differential which gives you an option to lock or unlock manually when needed. This mechanism allows you to have the best of both locking and open rear differential mechanism. One can switch over to locking differentials using a control mechanism fitted near the driving seat. The selective locking differential is more complex in its mechanism with some of the types requiring the driver to stop while making the change in differentials. It requires judgment on the part of the driver who must make the switch according to the kind of terrain he is driving on. Increased tire wear and slipping on ice remain the two major problems of using locking rear differential mechanisms. An alternative is to use the limited slip differential or using a traction control system. Hope, this article has clarified what is locking differential mechanism and what are the pros and cons of using it. Differentials and Diff' Locks for Four Wheel Drives. It was used in tricycles in the 19th century (it still is used in some modern trikes) and also as an adding device in mechanical analogue computers. It is used in a car axle to allow the outer wheel to rotate more quickly when the car turns a corner. The outer wheel travels about 10m (30 feet) further than the inner one in a 360 degree turn. A 4WD has one diff' in each axle. A full-time 4WD vehicle also has a centre-diff' in the transfer-case because the front wheels rotate more quickly than the rear ones when turning a corner and travelling forwards. The differential was actually patented in 1877 by James Starley, a builder of bicycles and a selftaught genius of the industrial revolution. In due course, a company created by his nephew, James Kemp Starley, gave rise to the Rover car company.

PROJECT REPORT ON DIFFERENTIAL LOCK

The Open Diff. The heart of the differential is the diff' centre (right). It rotates, driven through the crown wheel (gear) by an input shaft and pinion gear. Internally it carries two or four planet-gears and two sidegears. These planet-gears drive the side-gears which are connected to the half-shafts which drive the wheels. When driving straight ahead, the planet-gears do not rotate relative to the diff' centre, and the centre, the side-gears, half-shafts and wheels all rotate at the same speed. If one wheel needs to rotate more quickly, it can do so, overtaking the centre by rotating the planetgears in the centre which makes the other wheel rotate less quickly. In fact the centre always rotates at the average speed of the wheels, C=(left+right)/2, which is why it can be used to add inputs in mechanical analogue computers. If the centre is stationary, a wheel can still rotate provided that the opposite wheel rotates in the opposite direction. For this reason it is especially important that vehicles having a transmission hand-brake be securely chocked when a rear wheel is jacked up. The differential action of these `open differentials' is essential to stop tyres scrubbing, to reduce transmission loads, and to reduce understeer during normal cornering. The torque carried to the wheels by the two half-shafts must be equal because they are balanced through the planet-gears. This means that if one wheel looses grip, due to slippery ground or through being in the air, the other wheel effectively losses all input torque and cannot propel the vehicle. A 2WD with an open diff' looses traction if just one driving wheel does. A full-time 4WD, with an (unlocked) open centre-diff' looses traction if any one wheel does. A vehicle with 4WD engaged (or with a centre-diff' locked) and with open axle diff's looses traction if one wheel on each axle looses traction. This can happen if the vehicle gets crossed-up by being supported on diagonally opposite wheels, or if one side is on slippery ground, for example. Coefficients Wet ice packed snow mud Loose gravel Good road of frictions 0.1 0.3 0.4 0.5 0.9 from :

Diff' Locks. The differential action while essential for normal driving can leave a 4WD stuck with just two spinning wheels. The most obvious cure is a diff' lock. This is a dog-clutch of some kind that prevents the differential action when it is engaged. The most common arrangement is a dog clutch on one half-shaft, which can lock it to the diff' centre. This also locks the other half-shaft, indirectly, via the planet-gears. The dog clutch is engaged by some sort of external actuator. This system is mechanically simple. The Maxi-Drive (right) is of this type. Many full-time 4WD vehicles use a (centre) diff' lock of this kind in the transfer-case, although we then have front and rear transfer-case output shafts in place of axle half-shafts. It is important to note that a centre-diff' lock does not lock the axle diff's. 7

PROJECT REPORT ON DIFFERENTIAL LOCK

The Roberts (now ARB) diff' lock is internal to the diff' centre. A dog clutch locks the side-gears to the centre. The clutch is engaged by an annular piston driven by compressed air and is disengaged by springs. The problem is getting the air to the piston inside the rotating centre! The air is carried in from outside through a rotating seal, similar to devices used to inflate tyres on the move on some very heavy duty offroad vehicles and some military vehicles. The result is ingenious but complex. A disadvantage of the design is that the "warning light" shows when the diff' is intended to be locked not when it is actually locked. The simplest diff' lock of all is made by McNamara. A lengthened half-shaft can be slid in or out by a distance of a couple of inches by means of a spring and bolt on the modified wheel hub (right). The half-shafts are splined to the diff' side-gears, and also to the hub driving plates on fully-floating hubs as used on most serious 4WDs. When the lengthened half-shaft is moved inwards, it protrudes through the side-gear and engages with splines in a modified `spider' that carries the four planetgears within the diff' centre. This locks the half-shaft to the centre and hence locks the diff'. It is necessary to stop and operate this diff' lock with a spanner, and it can only be fitted to the rear axle of a vehicle with fully-floating axles, but it is very simple which is no bad thing. In some ways a diff' lock is the ultimate traction device. All wheels revolve at the same speed when engaged. A vehicle with locks on all axles has traction if just one wheel does. Unfortunately a diff' lock is on or off; there is no in-between. This can make the vehicle understeer (tend to go straight ahead in corners) or change direction suddenly sideways if one side looses traction, on ice say. It also means that all of the engine's torque, amplified by low-range, can go through one half-shaft and wheel. The components had better be able to stand the strain. Some diff' locks come with strengthened half-shafts and other components for this reason. Limited-Slip Diff's.

Detroit Truetrac limited slip differential employs preloaded internal gears.

The perfect differential would provide little or no resistance to the differential action when the difference in rotational speed between the output shafts is small, ie. when cornering. It would provide increasing resistance as the difference in speed increases, ie. under wheel spin. Several limited-slip differentials (LSD) approximate this ideal to varying degrees. The simplest LSDs provide some friction between the side-gears and the diff' centre. This can take the form of spring-loaded plates alternately keyed to the side-gears and to the centre and pressed against each other. The plates are naturally liable to heating and to wear in heavy use and may then become ineffective. The friction also resists the differential action at even low speed differences and may affect cornering. Mercedes and Porsche have developed more intelligent (and expensive) systems where the limitedslip plates are pressed together under hydraulic pressure when electronic sensors detect wheel spin. 8

PROJECT REPORT ON DIFFERENTIAL LOCK

The viscous-coupling also employs plates but these are not in physical contact with each other. Instead they are in a sealed drum full of viscous fluid (silicone based). They can contra-rotate freely at low speeds, but the resistance increases very rapidly with the speed difference. The precise characteristics of the device can be controlled by the choice of viscous fluid and by drilling holes in the plates. Range-Rovers from the late 1980s-on use a viscous-coupling in the centre-diff'. Viscouscouplings were developed by Ferguson (of the P99 F1 car and the Jensen FF 4WD sports coupe). They are also used in some front-wheel drive cars. Almost all open diff's use bevel gears within the centre, but this is not the only possible arrangement. Some early cars (maybe Austin) instead used pairs of plain gears to link the two sidegears. Pairs of gears are needed to allow the side-gears to rotate in opposite directions relative to the centre. All of these gears are mounted within the centre. Some modern LSDs use a variation on this theme. Pairs of gears are used but these are mounted in the centre in such a way as to provide a great deal of friction if they rotate at high speed under load. Unfortunately there is little friction under no load, ie. if one wheel is actually airborne. Yet another arrangement uses the fact that a fine-pitch worm gear cannot be driven backwards, and that a coarse-pitch worm gear can only be driven backwards with difficulty. These LSDs use pairs of coarse worm gears, mounted in the centre, to drive the side-gears and hence the wheels. Each worm gear contra-rotates with its twin through end gears. Lockers. The Detroit locker is quite different from other differentials. The planet-gears and side-gears are replaced by what appear to be three plates. The middle plate is driven by the crown wheel. A number of cams pass through the middle plate and drive the side plates. These cams will allow the outer, faster-rotating wheel and its plate to overtake the middle plate. This is not a simple ratchet or free-wheel because, and this bit always seems like magic, the device also works correctly in reverse. Lockers transfer torque to the inner wheel in a corner and the action is not always smooth so they affect steering characteristics and are often advised against for SWB vehicles and for "normal applications". On the street there is no change except for a mild clicking noise as the outside wheel unlocks so that it can travel faster in a turn. [And off road] no tire spin or drama, and much more control. The twitchiness that you have heard about is generated by the power going to the inside rear wheel when the outside rear unlocks. In a two wheel drive situation each rear wheel would provide 50% power to move the car until you come to a corner. As soon as the outside wheel unlocks, 100% of the power is now going to the inside wheel which would tend to cause understeer. With full-time 4wd the inside rear's share would go from 25% to 33% so the effects are minimal. About the only thing you notice is that it takes a little more pressure on the steering wheel to negotiate a turn. Traction Control. Traction control involves no modification to differentials at all. The idea is simply to apply the brake on any spinning wheel. This will slow it down and force torque to go to its opposite number which still has traction. Some trials cars, but no road cars, do have manually operated "fiddle" brakes for individual drive wheels. However, an anti-lock braking system (ABS) already has most of the necessary bits and pieces: a speed sensor for each wheel and the ability to control the braking of each wheel individually. Clearly the normal driving characteristics of the car are not affected. Many luxury cars, including late model Range Rovers use traction control in conjunction with ABS. Centre Diff's. A few final remarks on centre (transfer-case or gearbox) diff's and full-time 4WD: The torque-split fore and aft need not be 50:50. If you think about it, the side-gears can be of different sizes and apply different leverages to their respective output shafts. Some 4WD rally cars used 40:60 or 30:70 torque-splits. A centre-diff' lock on a full-time 4WD is open to abuse - see the manufacturer's handbook. If it is engaged on firm surfaces it can cause transmission wind-up and rapid wear. If it is not engaged on 9

PROJECT REPORT ON DIFFERENTIAL LOCK

loose surfaces the diff' can overheat and fail; it is small and does everything three or four times faster than the road wheels. It is quite strong enough if used correctly.

Automatic lockers
Automatic lockers lock and unlock automatically with no direct input from the driver. Some automatic locking differential designs ensure that engine power is always transmitted to both wheels, regardless of traction conditions, and will "unlock" only when one wheel is required to spin faster than the other during cornering. They will never allow either wheel to spin slower than the differential carrier or axle as a whole, but will permit a wheel to be over-driven faster than the carrier speed. The most common example of this type would be the famous "Detroit Locker," also known as the "Detroit No-Spin," which replaces the entire differential carrier assembly. Others, sometimes referred to as "lunchbox lockers," employ the stock differential carrier and replace only the internal spider gears and shafts with interlocking plates. Both types of automatic lockers will allow for a degree of differential wheel speed while turning corners in conditions of equal traction, but will otherwise lock both axle shafts together when traction conditions demand it. Pros: Automatic action, no driver interaction necessary, no stopping for (dis-) engagement necessary Cons: Increased tire wear and noticeable impact on driving behavior. During cornering, the automatic locker is characterized by heavy understeer which transitions instantly to power oversteer when traction is exceeded. Some other automatic lockers operate as an open differential until wheelspin is encountered and then they lockup. This style generally uses an internal governor to sense a difference in wheel speeds. Some other automatic lockers operate as an open differential until high torque is applied and then they lockup. This style generally uses internal gears systems with very high friction. An example of this would be ZF "sliding pins and cams" available for use in early VWs.

Selectable locker
Selectable lockers allow the driver to lock and unlock the differential at will from the driver's seat. This can be accomplished many ways. Compressed air (pneumatics). Cable operated mechanism as is employed on the "Ox Locker." Pros: Allows the differential to perform as an "open" differential for improved driveability, maneuverability, provides full locking capability when it is desirable or needed Cons: Mechanically complex with more parts to fail. Some lockers require vehicle to stop for engagement. Needs human interaction and forward-thinking regarding upcoming terrain. Unskilled drivers often put massive stress on driveline components when leaving the differential in locked operation on terrain not requiring a locker.

ARB Air locking differential fitted to a Mitsubishi Delica L400 LWB Diff

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PROJECT REPORT ON DIFFERENTIAL LOCK

Spool The internal spider gears of an open differential may also be welded together to create a locked axle; however, this method is not recommended as the welding process seriously compromises the metallurgical composition of the welded components, and can lead to failure of the unit under stress. If it is desirable to have a spooled axle, the better option is to install either a mini-spool, which uses the stock carrier and replaces only the internal components of the differential, similar in installation to the lunchbox locker, or a full spool which replaces the entire carrier assembly with a single machined piece. A full spool is perhaps the strongest means of locking an axle, but has no ability to differentiate wheel speeds whatsoever, putting high stress on all affected driveline components. Disadvantages Because they do not operate as smoothly as standard differentials, automatic locking differentials are often responsible for increased tire wear. Some older automatic locking differentials are known for making a clicking or banging noise when locking and unlocking as the vehicle negotiates turns. This is annoying to many drivers. Also, automatic locking differentials will affect the ability of a vehicle to steer, particularly if a locker is located in the front axle. Aside from tire scuffing while turning any degree on high friction (low slip) surfaces, locked axles provoke understeer and, if used on the front axle, will increase steering forces required to turn the vehicle. Furthermore, automatically locking differentials can cause a loss of control on ice where an open differential would allow one wheel to spin and the other to hold, while not transferring power. The disadvantages of selectable locking differentials are not mentioned due to the ability to function as an open differential as needed.

Alternatives Limited slip differentials are considered a compromise between a standard

differential and a locking differential because they operate more smoothly, and they do direct some extra torque to the wheel with the most traction compared to a standard differential, but they are not capable of 100% lockup. Traction control systems are also used in many modern vehicles either in addition or as a replacement of locking differentials. One example is that offered by Volkswagen under the name of electronic differential lock (EDL). This EDL is not in fact a differential lock, but operates at each wheel. Sensors monitor wheel speeds, and if one is rotating more than 100 RPM more than the other (i.e. slipping) the EDL system momentarily brakes it. This effectively transfers all the power to the other wheel, but still employs the open differential, which is the same as on cars without the EDL option. Electronic traction control systems may be integrated with anti-lock braking systems, which have a similar action on braking and use some similar components. Such systems are used for example on the most recent Nissan Pathfinder, Land Rover Defender and Land Rover Freelander models.

Applications
Race cars often use locking differentials in order to maintain traction during high speed maneuvers or when accelerating at extreme rates. Some utility vehicles such as tow trucks, forklifts, tractors, and heavy equipment use locking differentials to maintain traction, especially when driving on soft, muddy, or uneven surfaces. Lockers are common in agricultural equipment and military trucks. On some farm tractors, there is a pedal that can be stepped on with the operator's heel to lock the differential as needed. Four-wheel drive vehicles that drive off-road often use locking differentials to prevent from getting stuck when driving on loose, muddy, or rocky terrain. Locking differentials are considered essential equipment for serious off-road driving. Many such vehicles have a locking differential on the central differential (between the front and rear axles), locking rear differential and locking front differential; or any combination of any of the three. 11

PROJECT REPORT ON DIFFERENTIAL LOCK

Differential locks are also used on some non-utility four-wheel-drive vehicles to compensate for a relative lack of axle articulation (vertical wheel movement). High amounts of articulation are desirable for off-road driving, to allow the wheels to maintain ground contact over uneven surfaces, but this can lead to excessive body-roll at high speeds on the road, as well as vague steering. Such 4x4s often have suspension systems designed as a compromise between articulation and handling. If articulation is limited, one wheel on an axle may be lifted off the ground by rough terrain, thus losing all traction to all wheels (all power goes to the lifted wheel, which spins freely). A rear locking differential is often supplied to make up for this compromise if a wheel is lifted off the ground, the locking differential can be brought into play, driving the wheel that remains on the ground. Four wheel drive systems: Manual 100% Differential Lock

Typical manual differential lock: Differential locks (when engaged properly) guarantee equal wheel speed on all 4 wheels. Spinning wheels are prevented.

Heavy duty off-road situations ask for three (center differential & front and rear axle differentials) manually and independently lockable differentials. Dog clutches provide the lock up. They require a trained and experienced driver to operate them properly. Untrained use may cause more harm than good. Improper use on pavement may cause death or injury. Improper use off-road may cause component failure or severe difficulties to maneuver the truck. Ideally, differentials should be (manually) locked before traction is lost and wheels start spinning.They need to be switched off immediately after passing through a tough off-road section.

Here is how to best use a manual locker.

4WD and differential locks should be used to prevent getting stuck - they might not work to get you out of stuck situations. Torque: 12

PROJECT REPORT ON DIFFERENTIAL LOCK

Split During Operation : An open differential has a fixed torque split between the input and outputs. In most cases the relationship is Trq out_1 = Trq out_2 , where 1 and 2 are typically the left and right drive wheels.

Trq in = Trq out_1 + Trq out_2 . Thus the wheels always see the same torque even when spinning at different speeds including the case where one is stationary. Note, the torque split can be unequal though 50:50 is typical. A limited slip differential has a more complex torque split and should be considered in the case when the outputs are spinning the same speed and when spinning at different speeds. The torque difference between the two axles is called Trq d . (In this work it is called Trq f for torque friction). Trq d is the difference in torque delivered to the left and right wheel. The magnitude of Trq d comes from the slip limiting mechanism in the differential and may be a function of input torque as in the case of a gear differential or the difference in the output speeds as in the case of a viscous differential. The torque delivered to the outputs is Trq 1 = Trq in + Trq d for the slower output Trq 2 = Trq in - Trq d for the faster output When traveling in a straight line where one wheel starts to slip and spin faster than the wheel with traction torque is reduced to the slipping wheel (Trq 2 ) and provided to the slower wheel (Trq 1 ). In the case when the vehicle is turning and neither wheel is slipping the inside wheel will be turning slower than the outside wheel. In this case the inside wheel will receive more torque than the outside wheel which can result in understeer. When both wheels are spinning at the same speed the torque distribution to each wheel is Trq (1 or 2) = Trq in ( Trq d ) while Trq 1 +Trq 2 =Trq in . This means the maximum torque to either wheel would is statically indeterminate but is in the range of Trq in ( Trq d ). Types: Two main types of LSD are commonly used on passenger cars; torque sensitive (geared or clutch-based or cone-based as shown in figure at top of page) 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. Torque-sensitive: The use of the word mechanical implies that the limited slip differential is engaged by interaction between two (or more) mechanical parts. This category includes clutch and cone and helical gear limited slip differentials. For road racing, many prefer a limited slip differential, because it does not 13

PROJECT REPORT ON DIFFERENTIAL LOCK

lock the two output shafts to spin at the same rate, but rather biases torque to the wheel with more grip by up to 80%. Broadly speaking, there are three input torque states: load, no load, and over run. During load conditions, as previously stated, the coupling is proportional to the input torque. With no load, the coupling is reduced to the static coupling. The behaviour 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 forward or reverse, it is a 2 way 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. Clutch Type LSD: 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. 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. 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. Servicing consists of changing the oil after hard sessions to remove metal particles, and eventually replacement of the clutches or the centre. In any case, the oil should be changed on a regular basis depending upon use. The fluid should be changed after about 70000 miles or 100000 kilometers (as opposed to the open differential, where the oil could be left unchanged for several hundred thousand kilometres). Speed-sensitiveViscous Nissan 240SX Viscous LSDThe viscous type is generally simpler because it relies on hydrodynamic friction from fluids with high viscosity. Silicone-based oils are often used. Here, a cylindrical chamber of fluid filled with a stack of perforated discs rotates with the normal motion of the output shafts. The inside surface of the chamber is coupled to one of the driveshafts, and the outside coupled to the differential carrier. Half of the discs are connected to the inner, the other half to the outer, alternating inner/outer in the stack. Differential motion forces the interleaved discs to move through the fluid against each other. In some viscous couplings when speed is maintained the fluid will 14

PROJECT REPORT ON DIFFERENTIAL LOCK

accumulate heat due to friction. This heat will cause the fluid to expand, and expand the coupler causing the discs to be pulled together resulting in a non-viscous plate to plate friction and a dramatic drop in speed difference. This is known as the hump phenomenon and it allows the side of the coupler to gently lock. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, and so is easier to cope with for the average driver. New Process Gear used a viscous coupling of the Ferguson style in several of their transfer cases including those used in the AMC Eagle. Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. In particular, any sustained load which overheats the silicone results in sudden permanent loss of the differential effect.[6] They do have the virtue of failing gracefully, reverting to semi-open differential behaviour. Typically a visco-differential that has covered 60,000 miles (97,000 km) or more will be functioning largely as an open differential. Gerotor pump: This works by hydraulically compressing a clutch pack. The gerotor pump uses the housing to drive the outer side of the pump and one axle shaft to drive the other. When there is differential wheel rotation, the pump pressurizes its working fluid into the clutch pack area. This provides a clamp load for frictional resistance to transfer torque to the higher traction wheel. The pump based systems have a lower and upper limits on applied pressure, and internal damping to avoid hysteresis. The newest gerotor pump based system has computer regulated output for more versatility and no oscillation. Many vehicles use a traction control system to simulate a limited slip differential. With this type of system, if either of the wheels on an axle is rotating unusually faster than the other, the computer will determine how much it is slipping and apply braking to it, slowing the spinning wheel down and thereby increasing torque to the wheel with more traction.

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PROJECT REPORT ON DIFFERENTIAL LOCK

MAIN PARTS : TWO SYNCHROMESH GEARS WITH EXTERNAL SPLINES ONE OUTER SELECTOR RING WITH INTERNAL SPLINES ONE PIN FOR ALLIGNMENT OF HALF SHAFT. SELECTOR FORK. TWO FLANGES.

Figure 1

MANUFATURING :operations 1. First we cleaned the differential and mounted on steel frame. 2. Dismantled the one side of the half axle after removing the nut bolts at the drum side. 3. Take out the half axle along with flange. 4. Divided half axe in two parts. 5. Divided diffrentil(axle casing) in two parts. 6. After machining the half shafts, two synchromesh gears with external splines are fitted on these two half shafts. 7. Half shaft are inserted ,one to the differential side and other from wheel side. 8. Center pin is used to align the shafts. 9. Flanges are welded to axle casing. 10. One outer selector ring with internal splines fitted on these two synchro gears. 11. Selector mechanism is fixed to this outer gear for shifting. 12. Two flanges are welded with proper attention for alignment. 13. Now the all assembly is finished with painting and checked for neat operating. Locking differential: Detroit Locker/Locker: A locker locks both wheels under normal conditions. If a wheel is externally forced to rotate faster than the differential centre (i.e., the outer wheel in a corner) the mechanism unlocks that wheel and allows it to turn freely (but only so long as it rotates faster than the centre). Thus in contrast to other LSDs, the locker has the unusual characteristic of only applying drive torque through the inner wheel in corners when decelerating or under neutral throttle. Drive shaft input torque causes the pinion cross shaft to lock the centre more firmly, resisting the unlocking action. As the two actions of the mechanism are contradictory, the car will unpredictably alternate between one-wheel and twowheel drive under power in corners, causing rapidly changing handling characteristics. As the vehicle goes down a straight line it is locked, and as the vehicle enters a curve it is still locked. As the vehicle goes farther into the curve, the gear unlocks causing it to jerk. The net effect is extreme understeer (as all of the engine torque is being applied through the inside wheel), followed by power-on oversteer when the rear wheels break traction. It can also be very noisy and is often used in off-road 4WD applications.

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PROJECT REPORT ON DIFFERENTIAL LOCK

Figure 2

igure 3

Selectable locker ARB Air LockerNormally functioning as open differential, a selectable locker can be locked by the driver. Compressed air, mechanical cable, electric actuator or hydraulic fluid activates the locking mechanism.

Figure 4

Figure 5

Figure 6

Figure 7

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PROJECT REPORT ON DIFFERENTIAL LOCK

Figure 8

Figure 9

Figure 10

Figure 11

Differential lock mechanism A differential lock mechanism is provided for use in an axle assembly having a differential, an input member and first and second axles. A lock sleeve is co-axially disposed about the first axle, with the lock sleeve being rotatable with the first axle and laterally movable relative to the first axle. A lock collar is co-axially disposed about the lock sleeve and is laterally movable between outboard and inboard positions. A biasing member biases the lock sleeve toward the rotatable carrier and a lock fork is engaged with the lock collar. The lock fork is operable for moving the lock collar between the outboard and inboard positions. The lock collar is disengaged with the rotatable carrier when the lock collar is in the outboard position and is engaged with both the rotatable carrier and the lock sleeve when the lock collar is in the inboard position. ...

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PROJECT REPORT ON DIFFERENTIAL LOCK

Figure 12

Figure 13

Figure 14

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PROJECT REPORT ON DIFFERENTIAL LOCK

Figure 15

Figure 16

Figure 17

Figure 18

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PROJECT REPORT ON DIFFERENTIAL LOCK

.
Figure 19

Figure 20

Figure 21

Figure 22

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PROJECT REPORT ON DIFFERENTIAL LOCK

Figure 23

Figure 24

Figure 25

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PROJECT REPORT ON DIFFERENTIAL LOCK

Figure 26

Figure 27

Figure 28

Figure 29

Difference between differential lock and limited slip differential? The differential is essentially one link in the chain of components that transmit power from a car or truck's engine to the wheels. The differential transmits different amounts of power to the wheels at a right angle from the drive shaft to one of the car's axles. A locking differential will transmit the same amount of power to both wheels on the axle - which is very useful in 4WD applications where a truck might be stuck and have problems getting out of deep mud or snow. Limited slip and open differentials will allow the wheels to get varying amounts of power from the engine, affecting the amount of traction your wheels can attain. For instance if you are in a 4x4 truck and you are stuck on some rocks with one wheel in the air, an open differential senses that one wheel of the axle isn't getting much traction and will send more power to the wheel in the air, which is ineffective. But if you have a locker, it will apply the same amount of power to both and you'll be able to get free.

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